Panama Jack
5th Nov 2003, 03:53
During the last decade Nicaragua has suffered a number of significant setbacks in the realm of aviation. Until the Revolution and overthrow of Anastasio Somoza Debayle in 1979, Nicaragua was served by it’s flag carrier, LANICA. The Sandinista government renamed the carrier AERONICA and the airline continued and added various donated western and Soviet manufactured aircraft to it’s fleet (Boeing 707, Boeing 720, Antonov AN-32 and Tupolev TU-154M). They also operated a Casa, Boeing 727’s, DC-3’s and a Curtis Commando. After the electoral victory of Violeta Barrios de Chamorro, the airline was again renamed as NICA, S.A. and the fleet was comprised of a single Boeing 737 and a Casa aircraft when it was sold to Grupo TACA. Following the sale, the airline’s identity and many jobs disappeared. Today there are only two regional airlines in Nicaragua. La Costeña, one of the TACA regional airlines operating a fleet of Cessna Caravans a couple of leased Shorts 360’s (from the Panamanian carrier Aeroperlas) domestically. Since 1997 Atlantic Airlines has provided competition for La Costeña by operating a fleet of Let-410’s. During a very short period (Fall 2002 to Spring 2003), Aerosegovia provided additional competition domestically operating an Antonov AN-24B and an AN-26B before suspending operations. Other aviation activity is limited to some older agricultural aircraft, a two-airplane charter/flying school, a couple of corporate aircraft (registered in Guatemala) and a few private airplanes. To say that Nicaraguan aviation is at it’s historical low point would probably be an understatement. A couple of years ago some Nicaraguan investors ran for a few months the shady “virtual” airline SANSA, however it flopped leaving passengers stranded. Similarly, a group of pilots and investors tried to start an international carrier to be known as Air Nicaragua, however, those plans fell apart also.
The way I see it, there are a few significant reasons why Nicaraguan aviation is down in the doldrums. First and foremost, is the economic crisis griping the country. What makes an airplane fly? Money. And there certainly is a shortage of that in Nicaragua these days.
Secondly, we are entering the age of global or mega carriers. It can easily be argued that no country requires a flag carrier for international routes. Today, international traffic into and out of Nicaragua is served by Grupo TACA (which sometimes still quotes the name NICA, S.A.), COPA Airlines, American Airlines, Continental Airlines, IBERIA, and the Honduran “virtual” airline SolAir. I read an article a few years ago where industry watchers were predicting that there would be perhaps 7 or so “Mega” carriers and some low-cost niche carriers.
However, more significantly is the problem of categorization and ICAO regulatory compliance. In 1996 Nicaragua submitted to a voluntary audit by the FAA and was found to not to be in compliance with ICAO standards and thus given “Category III” status. Again, in February 2001 Nicaragua was audited and was found to be non-compliant, resulting in “Category II” status. This means that if a Nicaraguan air carrier desired wanted to operate between Nicaragua to the United States it would not be permitted to do so. The reasons for this categorization include the difficiency of current rules and regulations, the lack of sufficent regulatory oversight
“Category 2, Does Not Comply with ICAO Standards: The Federal Aviation Administration assessed this country's civil aviation authority (CAA) and determined that it does not provide safety oversight of its air carrier operators in accordance with the minimum safety oversight standards established by the International Civil Aviation Organization (ICAO). This rating is applied if one or more of the following deficiencies are identified: (1) the country lacks laws or regulations necessary to support the certification and oversight of air carriers in accordance with minimum international standards; (2) the CAA lacks the technical expertise, resources, and organization to license or oversee air carrier operations; (3) the CAA does not have adequately trained and qualified technical personnel; (4) the CAA does not provide adequate inspector guidance to ensure enforcement of, and compliance with, minimum international standards; and (5) the CAA has insufficient documentation and records of certification and inadequate continuing oversight and surveillance of air carrier operations”
Nevertheless, I feel myself someone more optimistic about the forseeable future of aviation in Nicaragua than I have been for some time. It appears that some significant and meaningful changes are happening.
For the last 46 years (since 1956) Nicaraguan aviation has operated under the same rather dated aviation laws. There was a minor revision to this law in 1961, however, since then, there has been no update to the country’s regulations. Needless to say they do not provide sufficient direction for today’s aviation industry.
Currently, the National Assembly has before it a proposed new aviation law—“CODIGO DE AVIACION CIVIL.” It is current and up-to-date, having been worked on for the last few years after a thorough review of aviation laws from a number of countries. In addition, whole piles of new aviation regulations are awaiting implementation after the National Assembly approves the Código, which allows the Aeronautical Authorities to establish technical regulations. The Código will also, amongst other things, see the creation of the Instituto Nicaragüense de Aeronáutica Civil (INAC), which will replace the current Dirección General de Aeronáutica Civil (DGAC). The significance of this body being an “Institution” is that it will be allowed to collect fees from airport users ($3 for international passengers) for funding its operation. Currently DGAC is grossly underfunded. This proposed legislation can be viewed by clicking this link:
Código de Aviacion Civil (http://legislacion.asamblea.gob.ni/IniciativasComWeb.nsf/0/59449a8ab1e34b1306256d9d00662c52?OpenDocument)
Furthermore, there is a fair amount of work in updating aviation infrastructure. The first ILS-DME approach was commissioned on Runway 09 in Managua in the summer of July 2001. Terminal upgrades are ongoing at Managua, Bluefields, Puerto Cabezas and Corn Island. In early October, opening ceremonies were held for a new control tower at Managua. Managua’s new secondary surveillance radar (no radar previously) is now operational and I understand that the controllers still gaining familiarity (advisories only) before fully using it for vectors and separation early next year.
For a country who’s aviation system has been in such a sorry state for so many years in a country that is going though some very difficult times, this is indeed a cheering experience and something to be optimistic about.
The way I see it, there are a few significant reasons why Nicaraguan aviation is down in the doldrums. First and foremost, is the economic crisis griping the country. What makes an airplane fly? Money. And there certainly is a shortage of that in Nicaragua these days.
Secondly, we are entering the age of global or mega carriers. It can easily be argued that no country requires a flag carrier for international routes. Today, international traffic into and out of Nicaragua is served by Grupo TACA (which sometimes still quotes the name NICA, S.A.), COPA Airlines, American Airlines, Continental Airlines, IBERIA, and the Honduran “virtual” airline SolAir. I read an article a few years ago where industry watchers were predicting that there would be perhaps 7 or so “Mega” carriers and some low-cost niche carriers.
However, more significantly is the problem of categorization and ICAO regulatory compliance. In 1996 Nicaragua submitted to a voluntary audit by the FAA and was found to not to be in compliance with ICAO standards and thus given “Category III” status. Again, in February 2001 Nicaragua was audited and was found to be non-compliant, resulting in “Category II” status. This means that if a Nicaraguan air carrier desired wanted to operate between Nicaragua to the United States it would not be permitted to do so. The reasons for this categorization include the difficiency of current rules and regulations, the lack of sufficent regulatory oversight
“Category 2, Does Not Comply with ICAO Standards: The Federal Aviation Administration assessed this country's civil aviation authority (CAA) and determined that it does not provide safety oversight of its air carrier operators in accordance with the minimum safety oversight standards established by the International Civil Aviation Organization (ICAO). This rating is applied if one or more of the following deficiencies are identified: (1) the country lacks laws or regulations necessary to support the certification and oversight of air carriers in accordance with minimum international standards; (2) the CAA lacks the technical expertise, resources, and organization to license or oversee air carrier operations; (3) the CAA does not have adequately trained and qualified technical personnel; (4) the CAA does not provide adequate inspector guidance to ensure enforcement of, and compliance with, minimum international standards; and (5) the CAA has insufficient documentation and records of certification and inadequate continuing oversight and surveillance of air carrier operations”
Nevertheless, I feel myself someone more optimistic about the forseeable future of aviation in Nicaragua than I have been for some time. It appears that some significant and meaningful changes are happening.
For the last 46 years (since 1956) Nicaraguan aviation has operated under the same rather dated aviation laws. There was a minor revision to this law in 1961, however, since then, there has been no update to the country’s regulations. Needless to say they do not provide sufficient direction for today’s aviation industry.
Currently, the National Assembly has before it a proposed new aviation law—“CODIGO DE AVIACION CIVIL.” It is current and up-to-date, having been worked on for the last few years after a thorough review of aviation laws from a number of countries. In addition, whole piles of new aviation regulations are awaiting implementation after the National Assembly approves the Código, which allows the Aeronautical Authorities to establish technical regulations. The Código will also, amongst other things, see the creation of the Instituto Nicaragüense de Aeronáutica Civil (INAC), which will replace the current Dirección General de Aeronáutica Civil (DGAC). The significance of this body being an “Institution” is that it will be allowed to collect fees from airport users ($3 for international passengers) for funding its operation. Currently DGAC is grossly underfunded. This proposed legislation can be viewed by clicking this link:
Código de Aviacion Civil (http://legislacion.asamblea.gob.ni/IniciativasComWeb.nsf/0/59449a8ab1e34b1306256d9d00662c52?OpenDocument)
Furthermore, there is a fair amount of work in updating aviation infrastructure. The first ILS-DME approach was commissioned on Runway 09 in Managua in the summer of July 2001. Terminal upgrades are ongoing at Managua, Bluefields, Puerto Cabezas and Corn Island. In early October, opening ceremonies were held for a new control tower at Managua. Managua’s new secondary surveillance radar (no radar previously) is now operational and I understand that the controllers still gaining familiarity (advisories only) before fully using it for vectors and separation early next year.
For a country who’s aviation system has been in such a sorry state for so many years in a country that is going though some very difficult times, this is indeed a cheering experience and something to be optimistic about.