 Well, there is peace in the air, as Airpeace Lagos' London flight set to four slashes to foreign airline airfares, you know, pun intended. Airpeace brings peace to the air, as it were. Okay, so we're going to be discussing this with Mr. O'Lumide or who are you, General Secretary of Aviation Safety Roundtable Initiative and a Business Analyst. Good morning and welcome to the program, Mr. O'Hunayo. Thank you. Good morning. Okay. Good morning. Now, it's gladdening news from 3.5 million Naira to 1.3 or 1.2 million Naira London Lagos airfare, because of the initiative of Airpeace owner, that is, yeah, the Airpeace owner or Airpeace, rather, generally. So what's your take on that? Let's begin with what this means for the aviation industry in Nigeria. First of all, good morning and I think I'm congratulating Mr. Airpeace for stepping up to use the reciprocity clause in the Biafra-Sales Agreement between Nigeria and the UK. The Biafra-Sales Agreement has a component of a 21-slot each for the carriers from Nigeria and the UK, and it's a dual-designation. What does this mean? It means two airlines can call from Nigeria, and that's what we'll find out soon. Fortunately, for reasons not almost all of us have the problems in the industry, Nigeria has not been able to reciprocate since the demise of mid-majority airlines, because of the last Nigerian airline that operated into England. So what has happened, the limited airlines made a cease of Nigerians with the fears that were being ruled and turned out. And that made the third country airlines, too, that were going through their own country also, increase their fare, and it was becoming very crazy. Contrary to the airlines, are you with me? Yes. Contrary to like AirMoroc, Rwanda, Yip Airlines, Qatar, Emirates when I was here, they were 15 on the fears that was urban, that the two countries had put in the market. So I've seen that the benchmarks and take their own fears too, and that affected the will of Nigerians to really travel during the holidays and then call on all activities outside Nigeria. But then, right after the step up now, and on stepping up, we can see the reaction. And even Nigerians had already bought tickets on the other airlines, had to go and counsel their booking, asked for refunds, and they even had to, despite the penalties that were imposed on the phone, on their phone that was there, they picked up the tickets. But first, the team made some money buying a piece, and you can hear the chairman, he said, they are fully booked from now till the end of September. So for the first time, Nigerians were unisoned, got tired of the fisting, got tired of the exploitation, got tired of the market, but I said, no, we will not be paying this. We will not be paying this. These are people that search all that countries. The same distance, I'm not saying it's very different. Why is Nigerians so expensive? Look at it now. They came now. They came to the Nigerian Atlantic and stopped their tickets for over two million now to learn that 80,000 lira. For four or two million. For the same truth. It was given in this appeal. So we're happy there. But I am also looking for a second Nigerian airline. We have to take one stop, and if it's one stop, we must meet it. I am a strong believer that it is the capacity that was making fear high. Why does it not have capacity? Why does it not supply to meet the demand? It fears we drop. And I mean, that's what we start working towards. Have another Nigerian airline. Join that group. And because of all that, by the way, I'm not going to use lies now by Nigerian airline. What capacity are you talking about? Because the airpiece has said it has ordered so many planes to come into Nigeria and continue the services. So which means they are still operating with the same infrastructure, with the same number of fleet that they had. So what capacity are you talking about? I want to make capacity here. Like I said before, the British Airways operates 14 times a week into Nigeria. The Virgin Islands operates 7 times a week into Nigeria, making 21 slots. Airpiece is only operating 5 times a week to India for now. So we still have 16 slots on this line. So it's just 60 slots. I'm talking about capacity. Okay. Now, is this just business or is something that is sustainable? Because I'll hate to see that it is happening in one month, two months. It has back to where we were before. So is this sustainable? Well, like I said, the chairman said they already have full booking to September. Yes. If you have full booking to September, if you have full booking to September, then you are sure that that is sustainable beyond September. Now, I expect that they would have less of the mixed taste of the other Nigerian players who were on that route before and use that to navigate through all the schemes that would come from both Nigeria and the British Authority. If we look at this interview, the man complained about the accident to drop about 3 million pounds. So he can't get up and gas it airports. He said that 3 million pounds is supposed to be at the airport. And he will give it to him back after he stops operation. So is this what we're talking about today? We're talking about 3 million pounds. Are we giving British Airways and what they're doing with the same treatment? Are we looking at the airports? Are we going to drop 3 million pounds in the capital for security? Are we going to drop the same amount here? He also told me that they were taking to the end of the terminal. When you enter the gas airport, you won't have to be searching for where the standard of airpiece is. And the carousel there was also not working properly. So some of the strategies that are imposed and pushed on the airline to process passengers and flying with them. And also, most of the passengers were flying with them. The airline also used that method to delete their departure, delete their arrival. So it's not having to delete. It's just getting turned off. And I think that's what they're working towards. So they probably are spoken of. But they need to fight back using aeroportics. They need to protect the energy that is on that route now. Okay. Well, let's go back to the very beginning. You've answered this question I'm going to ask you. But for purpose of emphasis, what in the first place caused this exploitation? What gave the opportunity to these airlines to do what they're doing? Because if we don't do what the problem was, we might go back to that problem in the shortest possible time. So what are these problems? Or what was this opportunity? What was this thing that gave this opportunity so that we learn a lesson? It's not enough to just say airpiece has done this and that. But most and foremost, you have a man who's had spoken in their chairman. And at every point has come up. If you listen to this in the last video, what's happened on the last on the Nogra flight? Or return even to Lagos. Lagos is country. On the aircraft landing, they are the airpiece in Lagos. They refuse to allow the aircraft to park. They ask the aircraft to go to the end of the route. They are going to park at the red doors to bring the passengers to the terminal. But the captain on board said he was not accepting that the aircraft was free. But behind that aircraft was a British Airways aircraft that landed after it. So they were keeping that thing there for British Airways. Not for the aircraft that landed before British Airways. When you return to British Airways, I'm not going to help you that one day. Before British Airways get in on Nigerian soil. And the man refused to, the man, the aircraft, the aircraft refused to do the taxiway. And when the British Airways did the taxiway on the airport, and the British Airways aircraft moved back on the airport, that was funny. They were able to claim the space to reach. And this time, they told me to tell you about you. You suffer of some Nigerian. You come to your home, you come to the gate, you suffer. And that has been the brain of the Nigerian airline industry. And it is not that visual people keep scouting over the times to have a national carrier. You know, when you ask an airline A to leave Nigeria to any country outside Nigeria, a special aircraft, you have charter, a special aircraft, that aircraft becomes a flight carrier on that route. And what is a flight carrier? It represents all the protection from the government agencies, most of our vision, the Nigerian Authority, the most of the trade, most of justice, most of foreign efforts in the Niger embassies. They just basically did that airline. But this has not been the case in the past. All the airlines, they give them, everybody pulls back and say, look, you go and suck yourself. And they put themselves to suck themselves. They run into debt, they get high, and they have to pull out of it. And then work with the Niger Airlines. It's not cool. Here in the Netherlands, we've been in the group for about seven years, and they are just talking. They have been waiting to open into the intro airport. They plan an airport. So there's no such thing as a helicopter. That's always got a lot of energy. We need to address that. We don't see airports as island. But you don't see that in the Nigerian flight carrier and all this support. Most of them are moving to the public airport. And also in the Nigerian form and approach. What do you think was the role of policy in all this? Because sometimes we talk about business flourishing when there is a conducive atmosphere for that business to flourish. Do you think a matter of policy has influenced this? And what specific policy has influenced this? And then in answering that, if you can recommend some other policies that will make even the aviation industry even better than it has started to be now. You see, the issue is that when you have the issue of designating an airline or planning BASA, the BASA belongs to the government and the comrade of the country. Now, when you ask an airline owner and an individual to go, you see that people are just the government, the agencies for the body language are not given full support. You don't see this as an individual and owned by someone, taking the comrade of the country. So I would say that the airlines themselves, because if they need, we will be ready to move from the massive markets which can be anybody's prey. And if you want to go international and use the BASA service agreement that belongs to the country, then you begin to think with the ownership and management of that of your organization. You cannot continue to be in the AALI. You must not invest in Nigeria. If I just explain it, there will be nothing or you will publish or you will be able to look for institutions within the country to invest and partner. So even now, the AALI would not be the same as the Nigerian airlines. I have been pushing the flight Nigerian Air for the past 16 years. I want to clarify that Nigerians are thinking that if you are traveling on public roads, you must fly in a Nigerian airline. It is a Nigerian airline on the route you are in. If you are traveling on public roads, not on private roads, you must fly. But you see, at the time, when we pushed that policy, often the further executive council, under Ginald Motobah, was in the installation. But they used to shut it down and that is the only way to come about. So we should carry our money and give to Mr. Arumeni Johnson. At that time, AALIG was the biggest airline. So nobody saw AALIG then as AALIG Nigeria. But it was still as AALIG Arumeni Johnson. So I think that's one of the things that we have been holding down to progress and expansion of the AALIG of Nigeria. Again, we are now beginning to, in the halfway state with Naira, we also have said that we should also improve the economy. We should also give resources of the same participants. Yes, as we are spending the resources, we also need to prepare our infrastructure to accommodate more airlines, increase hours of operation, and helping the renewed hope of a secure fund where the airport and other arrangements are listed. So I think if we would do all that, we would increase investment and have more domestic airlines participating. Okay. So do you see this as an incentive for others to go into the industry? And because we need competition, even though Onyema has done this, even though Airpeace has done this, at some point it will become like a monopoly. Maybe even if he doesn't want to do that, but when you see that you're alone doing what you're doing, it makes you become like a lord over others. So do you see any incentives? I agree with the red flag. I totally agree with the red flag. I feel there's a need for us to have two GM carriers that would move on the international and intercontinental scene. We already have them put up on the west coast of Airpeace. And I think that even every time we would be able to join, or if the government can work on the proposed national aircraft carrier, I don't want to see that if Russia, I want to see that if that carrier, and this, it can just be calling the genius together where it's tested in practically a second carrier, and that would also be a way of having competition. I agree that the red flag, a monopoly, it should not come up, and that would change it. If you remember, I think in an episode, this London promo with about 700 or 800 naira as the air retards promised. And today it has moved from somebody 1.2 to 1.3 million. I feel it is a very good fear compared to what was happening in the market before. Okay, well, I'm concerned. Not everybody can travel to the UK, or needs to travel to the UK. What about the internal flights, the local flights? Do you see this having any effect on the local flights as well? I would want to go home every now and then and take a flight instead of looking for buses here and there. Do you think this will influence the local flights as well? Can I please take that question again? This thing is happening in international flights. Specifically the Nigeria-London flight. But do you see that also having an effect on the local flights as well? Every time there's competition, every time there's capacity, there are constraints or increases. If between NGE and we joined the freight, there was probably the freight on the domestic market where skyrocketed. And when any NGE would join, and even after they joined, I think they suspended that flight over the month, and capacity in the market went down. That increased. But as we were able to return to operation with about two or three aircraft, the person jumped. I was there about two weeks ago. I took a cruise of 1,200 to Buzwa, Buzja. But by the time I was in Nambuja, and I wanted the same ticket that I used. But no matter what online, I was seeing the same ticket, but it was $130,000. So the domestic market is growing, and I think it can really concentrate good if we improve the airport facilities, if we expand the airport professional arts, then continue to improve security and the economy. Because people must have the propensity to get the domestic power to buy tickets. After taking their basic care and necessities out, to travel. And again, naturally, to travel. So the domestic market needs to benefit from what is happening now. And I've always benefited, because every time we have airlines who are willing to join the freight, we have application script pending for the supervision of tourists. We have application script pending. My organization just go to their new center. They should live beyond just the normal rest. I can't really look at that. I call it low cost, I call it low cost, in this language. A small L.S. Who can run a small, small airport that is like a credit to Badon, a credit to Benin, or Benin, Portacort. So we need a small, small airport. We have a credit to Thomas Fika, Max, that can take this small airport and connect the big ones. We have that. We also have a small airport. So we need a small airport, a big airport, a big airport, a big airport. So we also have a connection of the L.S. and the airport. The process, we have a lot of applications. We have photography, we have a new set of airline operators. And I think the data for us, what market is robust, people can afford, can see flights and can afford it. There's a lot of people flying. The number of passengers flying in Nigeria with attack gains, they took up a prison in Sao Paulo. So we need to move it from the condition of 45 million, from just about 25 to 30 million. And you can only do that by ensuring that there are flights at different times of the day. And also, the flights are affordable. I'm not putting the words down. The structures are pushing people to come and fly. So we should not push people who are comprised of this, but not at expense of this company or making the passengers, like the foreigners that don't own international routes. Yeah, you just said that the flights are affordable. Who will drive that process? Is it the government's responsibility or do you think if there are more airlines in Nigeria it will just automatically make the flights affordable? Who drives the process? The airlines are not living in Nigeria. They are not in a bubble. They are part of the Nigerian economy. It's what is the input that determines the fare. Have you said that we increased about 1,000 per liter? Our vision is about 35-40% of the airline operating expenses. Which is the case for that? It's a ticket. It's a real ticket. Just like every other transportation. Again, there are taxes and charges. There are crazy that are going government side, government decision that are also increasing. Let me take a look at Ghana. It's not a legal ticket. The taxes for both the Nigerian and the Ghanaian government is over $320. About $320. Because the taxes are low. So you multiply that $320 into naira. That means that the airline adds its own fare. But when you work the country and the airline tells you the ticket to Ghana is about $800,000. Look at the taxes alone! Look at the taxes alone! It's just unfortunate. We are hearing the Dangute meals I'm calling it meals. The refinery will start selling diesel, fuel everything and all that. We don't know what the fate of the aviation fuel will be and how soon it can affect the fares or it can affect the aviation industry and all that. But when you talk about a new set of airline carriers in Nigeria are you talking about a new set entirely or an addition to the existing ones because you're talking about capacity that's what you were hammering on at the beginning of this. How would you describe the capacity of the local carriers and how would we improve them? Your question is in two fields. Let me start with the aviation fuel part. If you listen to the news recently the Dangute refinery has started supplying aviation fuel. I expect that there is a slight drop in the in the cost of aviation fuel and if the regulators in the industry look at the mathematics they will probably interfere and see if that price is coming for the reduce. But again, we cannot leave it alone to Dangute just like we have talked about the airpiece. All that modular refinery companies that have access to crude oil within the Nigerian climate should be supplied so that they can also go into aviation fuel. We need to beat monopoly as we're also fighting the manners of the foreign airlines. We also need to beat the foreign airlines and foreign communists. We also need to clean monopoly in Nigeria if we don't want to have what we're running from outside inside Nigeria. So if we are able to get a vision at a lower rate at a lower cost, then we can't. Again, coming to the issue of capacity is in two fold. After today, most of the airlines cannot go into it. Normally, when your own capacity is not enough then you go and list aircraft bring it in to have more capacity to open to schedules. But because of that, I don't have it they can't do it. Again, they cannot go and buy an aircraft at the moment based on the don't have the don't have it. They would need to service the aircraft if they go and process it. So, I said to have it, but in Nigeria Bangladesh is there to work on a certain Lyra, then that's what might be a reason why I'm scared. I can't take this, I'll be able to pay in Lyra. But again, how many of those bags would be able to do that? And at what rates? Because when the interest is on double digits, investment is very scary and very risky. So what do they do? If the government can start with a special allocation that will give us a single digit for some additional investment. Maybe that comes to pass, but what is it? If the market is right. If the rate is right. If the ratings is right. Because when it goes with some of these foreign organizations there's what they call the divisionary risk. Divisionary risk. And that affects the cost of living aircraft. It affects the cost of insurance and other expenses. Because on that risk of your jurisdiction if you're able to make a lot to protect the lessons that once the aircraft is coming at any time you won't be able to go back. If you're able to bring down the Lyra waste to the dollar. Then you'll not see more aircraft coming in. And as you see more aircraft, you'll not have more money to fix your aircraft. You also need to fix your aircraft and provide the system whereby the aircraft are not like cast. Those coming at you back then they must work. And it's not just one or two aircraft. They must have one or two aircraft a day. So if you can't pack an aircraft you have to have a list. You can't pack an aircraft, you have to have a list. It's bad day. Whether you use it or not. So you must use it. And you must use it well, optimally. To begin with, so every factor comes in. So it's all about the economy. More netizens are empowered to fly. And again we need to look at the tax sales. I just thought about Ghana. We really like Tamil. I just saw a ticket bucket of Legos US, Canada. And look at the tax load. The two tax levels are going for $380,000 $380,000 I'm sorry about $80, $80, $80. Nigeria alone had 2,300, 247, that's about 60% of the tax on that ticket. And I don't know about Ghana here, between Ghana and Nigeria, two countries, and you had about $220, and you got $370, $80. Something is wrong with the grab and hype conditions in Nigeria and most of African countries. And when the taxes are high, it doesn't come to the airline. They only correlate on behalf of those agencies. And the public opinion goes to the airline, it goes to those agencies. One of your complaints has been the rate of dollars to the Naira. What, in your own opinion, will be the most friendly, the most friendly exchange rate that can boost whatever is happening in the aviation industry? I think I would not be able to come out with the figure, as we speak. But I think what is the percentage of everyone is capability. Once we know that, oh, yeah, the data is denied, it's going to be about $1,200, $1,000. Everybody can plan. If we found that it was crazy, it was moving on a daily basis. And that made it difficult for people to plan. So we were just looking at the highest bar as a term of exchange. But now, if you move in that way, it's about $1,200, and I think it's going to scablet up. And both of these scablet areas, so people will have the excuse, and say, go to $1,000, go to $1,000, go to $1,000, go to $1,000, and stabilize it. Once you stabilize it, people will plan with it. Okay, well, let's just take your general advice to the people, to government, if you were to advise the government now on things to do, and the people of Nigeria also on things to do, what would you say, as a final word to Nigerians, please? I didn't hear that. I love what's going on in the background. Can you take that question again? What will be your final word to Nigerians? That is including the government as well as we wrap up on this segment. Well, my advice to the government is we should not go on continuous stability of the NERA. We should also ensure that we empower the modular refineries that have spread across the country to have access to crude oil, to the crude and to be able to start refining. So the pressure wouldn't have another molecular risk in the danguzi refineries. I also look at the infrastructure within the industry, not the navigation, not the airport facilities, that efforts should be made to continue to improve and expand it. Because when you do an expansion, you do not know you are preparing, not only the airport, but the industry in totality to embrace it and make sure it works. And I also see the airport opening beyond some of the airports, after the international one that closed by six p.m. I also see the expansion of the opening to beyond the six p.m. maybe about eight to nine p.m. So they're coming more flights. And when you have more flights, you're sure that you will be the first to drop. So that's what I want to see. With that, we also work on the security. We can do that and also support some institutional guidelines with respect to the access of foreign government and also the ability to repatriate their funds. Repatriate their funds. After all the taxes and taxes of the Nigerian government and the Nigerian government have been paid, those things will help the government and grow their economy. So thank you very much for your time, Mr. Ohunayo. It was great having you on the show. Thank you for having me. We've been talking to Mr. Ohlumi Day, Ohunayo, General Secretary of Aviation Safety Roundtable Initiative, and also a business analyst. And we were talking about the fact that Airpeace Lagos London flight is set to flushes to foreign airline affairs. Well, thank you to the Chairman of Airpeace. We're hoping that a lot of other local carriers will come up, and we hope that the playing field will be so conducive because of government policies so that so many other players will come into the fray and do what they need to do. When there's competition, the people enjoy. But when there is no competition and there's a monopoly, then the people suffer. We do hope that what has started now will just be the sign of better days ahead. Well, this is how much we can take on the program this morning. We'd like to thank you for your time with us this morning. Let's do it again tomorrow. Until then, my name is Sinyam Boon. I'll catch you. Bye for now.