What's New In W. Africa (Nigeria)
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Driving over the Faloma bridge and along Azumba Mbadiwe today saw the Caverton heliport looking as empty as ever with just a couple of cars, obviously belonging to their office staff. Then I was struck by the fact that the helipad is only about 2 metres above the water level, which doesn't leave much room for attempting a fly-away if they suffer a single engine failure just after they've rotated on take off. The Agusta 109 may have a decent helipad performance (provided they only want to carry a few passengers) but how can they hope to start a shuttle service using a 365N from that pad and safely offer any decent payload? Are they looking at bigger more powerful helicopters before starting the shuttle service which they've been advertising on their website for about 2 years now? If they have a helicopter ditch after take off I saw lots of lifebuoys on the railings but no sign of any kind of rescue boat. Their staff no longer seem to sit under the expensive plasma TV at Port Harcourt airport arrivals hall where their shuttle also hasn't started despite their advertising (maybe because the new road will be open very soon and there's no sign of a hangar at Port Harcourt. Maybe their VI heliport will soon be as abandoned as the arrival hall at PH? Anyone heard what they're up to lately?
Is there a requirement for helicopters to be operated Class 1 in Nigeria? What about all the 407's and AStars? Some operators in other countries fly clapped out 76A models with 12 passengers taking off from floating pads a few inches above the water. They seem to do just fine - no dedicated rescue boat. Believe it or not, most helicopters in the world operate from helipads and not airports. Most operate Class 3, some Class 2, and a very small market segment operates impractically and inefficiently at Class 1.
Malabo,
I think the question is...."should one" vice "can one" do those things. The old load'em up and go if you can attitude may not be congruent to the campaign to reduce helicopter accidents by 80% as the industry has pledged itself to do.
What you reckon is the "safe" way of doing things is...given a choice?
I think the question is...."should one" vice "can one" do those things. The old load'em up and go if you can attitude may not be congruent to the campaign to reduce helicopter accidents by 80% as the industry has pledged itself to do.
What you reckon is the "safe" way of doing things is...given a choice?
Answer is simple; just operate for instance a 332 loaded at 50% of MTOW and engine failure on take off or landing shouldn't be a concern !
The next option is to stop flying for once.
The next option is to stop flying for once.
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malabo,
no there's no requirement for helicopters to be operated Class 1 in Nigeria, but in common with most countries outside cowboyland it's usually illegal to operate a twin engine helicopter on public transport Class 3.
Where do you get the data to support your broad-brush statement
What's impractical or inefficient about operating Class 1 when one is operating from an airport? These people are advertising a scheduled shuttle service and trying to sell it to embassies and oil companies whose passengers in Nigeria are used to flying in twin engine helicopters to performance class 2 with companies which are regularly audited.
I notice you still haven't responded to SASless's question as to what you regard as being a safe way to do things. Sure, operators in other countries fly clapped out old S76As from pads a few inches above the water. In Nigeria we used to operate Bell 47s, Alouettes, S55s and Wessex. In the fixed wing market they still fly (and crash and kill a lot of people) clapped out old DC9s and 737s. Is that any reason to continue to do so when newer, more powerful and safer aircraft are available?
no there's no requirement for helicopters to be operated Class 1 in Nigeria, but in common with most countries outside cowboyland it's usually illegal to operate a twin engine helicopter on public transport Class 3.
Where do you get the data to support your broad-brush statement
Most operate Class 3, some Class 2, and a very small market segment operates impractically and inefficiently at Class 1.
I notice you still haven't responded to SASless's question as to what you regard as being a safe way to do things. Sure, operators in other countries fly clapped out old S76As from pads a few inches above the water. In Nigeria we used to operate Bell 47s, Alouettes, S55s and Wessex. In the fixed wing market they still fly (and crash and kill a lot of people) clapped out old DC9s and 737s. Is that any reason to continue to do so when newer, more powerful and safer aircraft are available?
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From what I hear from friends still in Nigeria, morale in both Bristow and Aero is no better than it was when Bristow was still real Bristow and Aero was still Schreiner. Bristow seems to change its management and policies to the endless confusion of all and Aero doesn't seem to know whether it's still Aero or CHC despite getting rid of all its managers in the helicopter division. Both companies seem to have a chronic spares shortage. The last of the old-guard managers that Aero has on the helicopter side departs at the end of this month and the supply of spare parts is far worse now than it ever was under Schreiner. Both companies seem to be long on promises and short on fulfilment and CHC particularly seems to be finding that Nigeria is different from other countries in Africa.
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old versus new
Talking about old aircraft, It's seems hard to justify new ones although as pilots we always want shiny and new.
If you look at an old 365N versus a 365N3 or an old 212 vs a 412EP or an old S76A+ vs a S76C++ etc etc etc, there are clearly some performance considerations if operating to Class 1, but not so significant if operating to class 2 (apart from the pilot 'clenched cheeks' factor
to helipad type profiles). A dropped passenger or piece of cargo aside, I would be interested to know how many sectors actually use the full performance profile of the given aircraft. Sometimes there are distinct improvements in the models, but sometimes....
From a financial standpoint, if you consider the significantly higher acquisition and insurance costs of the newer aircraft ($5-6m vs $1.5-2m), versus the presumably higher DOC's (30% or so) and perhaps lower hourly revenue rates of the older aircraft (-30% or so), it seems that the bottom line is more attractive when operating the older aircraft over perhaps a 5 year period - more so for say 600 hrs a year, less so over a 1,000. This might explain why some older aircraft make there way into Africa where the less competitive market and demand for class 1 does not dicate the latest and greatest (and therefore most expensive) aircraft.
At the end of the day I am surprised more companies do not put older series aircraft a la 212 versus 412 etc into some of these markets. Reliability of course is another issue although the difference in the bottom line could buy a helluva lot of spares.
Just my 2 cents worth as I often read about tired old aircraft. Sure they don't have the EFIS fits and all of the latest gadgetry, but with good maintenance they should have a good set of running gear underneath.
Any comments on old versus new would be welcome especially with HAI coming up with all the new toys on show.
If you look at an old 365N versus a 365N3 or an old 212 vs a 412EP or an old S76A+ vs a S76C++ etc etc etc, there are clearly some performance considerations if operating to Class 1, but not so significant if operating to class 2 (apart from the pilot 'clenched cheeks' factor
to helipad type profiles). A dropped passenger or piece of cargo aside, I would be interested to know how many sectors actually use the full performance profile of the given aircraft. Sometimes there are distinct improvements in the models, but sometimes....From a financial standpoint, if you consider the significantly higher acquisition and insurance costs of the newer aircraft ($5-6m vs $1.5-2m), versus the presumably higher DOC's (30% or so) and perhaps lower hourly revenue rates of the older aircraft (-30% or so), it seems that the bottom line is more attractive when operating the older aircraft over perhaps a 5 year period - more so for say 600 hrs a year, less so over a 1,000. This might explain why some older aircraft make there way into Africa where the less competitive market and demand for class 1 does not dicate the latest and greatest (and therefore most expensive) aircraft.
At the end of the day I am surprised more companies do not put older series aircraft a la 212 versus 412 etc into some of these markets. Reliability of course is another issue although the difference in the bottom line could buy a helluva lot of spares.
Just my 2 cents worth as I often read about tired old aircraft. Sure they don't have the EFIS fits and all of the latest gadgetry, but with good maintenance they should have a good set of running gear underneath.
Any comments on old versus new would be welcome especially with HAI coming up with all the new toys on show.
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You say that there are clearly some performance considerations if operating to Class 1, but not so significant if operating to class 2 (apart from the pilot 'clenched cheeks' factor to helipad type profiles). However, in most jurisdictions once one has reached DPATO it is still necessary to have performance Class One en-route either at MSA or at 1,000 feet above the take off elevation. In some countries this is 150 fpm RoC and others, 50 fpm RoC on one engine at intercontingency rating (older types) or MCP (newer types) with landing gear up and Nr at manufacrurers optimum figure for that configuration. The companies I used to work for used either the single engine en-route performance or some variation on twin engine HOGE performance (e.g. HOGE or HOGE + 500 feet), whichever was the more limiting, to limit take-off weight from offshore decks or helipads. For the types you mention, the 365N or 365N3 at sea level on a 30 degree day, this would translate in the case of HOGE at sea level, into a restricted take-off weight of 3,900 kg in the case of the N or 4,300 kg in the case of the N3. Notwithstanding the higher basic mass of the N3 and its higher fuel consumption, this translates into a considerable increase in payload. The difference in figures is similar for S76A+ versus S76B or S76C+. (Actually, the S76B is a lot better, but is a real 'gas guzzler').
You say that some older aircraft make there way into Africa where the less competitive market and demand for class 1 does not dicate the latest and greatest (and therefore most expensive) aircraft. However, in West Africa, where the majority of helicopters are operating in the offshore oil market, the opposite is the case. The oil companies want the latest equipment, the market is very competitive (especially between Bristow and CHC) and some governments (e.g. Nigeria) will no longer allow an aircraft more than 18 years old to be imported into the country. It's for reasons like this that in Equatorial Guinea, Cameroon and Nigeria you'll see lots of Bell 412s, EC155s, SA365N3s and S76C+s (with more old 365Ns and Bell 212s being replaced every month) and CHC shortly to start operating A139s in Nigeria. Bristow is replacing all the old 212s with 412EPs in Eket. I think it's actually more in Europe and the Caribean that you're likely to see the old aircraft these days!! I wish I were still in Nigeria - I'd love to try out some new toys!!
You say that there are clearly some performance considerations if operating to Class 1, but not so significant if operating to class 2 (apart from the pilot 'clenched cheeks' factor to helipad type profiles). However, in most jurisdictions once one has reached DPATO it is still necessary to have performance Class One en-route either at MSA or at 1,000 feet above the take off elevation. In some countries this is 150 fpm RoC and others, 50 fpm RoC on one engine at intercontingency rating (older types) or MCP (newer types) with landing gear up and Nr at manufacrurers optimum figure for that configuration. The companies I used to work for used either the single engine en-route performance or some variation on twin engine HOGE performance (e.g. HOGE or HOGE + 500 feet), whichever was the more limiting, to limit take-off weight from offshore decks or helipads. For the types you mention, the 365N or 365N3 at sea level on a 30 degree day, this would translate in the case of HOGE at sea level, into a restricted take-off weight of 3,900 kg in the case of the N or 4,300 kg in the case of the N3. Notwithstanding the higher basic mass of the N3 and its higher fuel consumption, this translates into a considerable increase in payload. The difference in figures is similar for S76A+ versus S76B or S76C+. (Actually, the S76B is a lot better, but is a real 'gas guzzler').
You say that some older aircraft make there way into Africa where the less competitive market and demand for class 1 does not dicate the latest and greatest (and therefore most expensive) aircraft. However, in West Africa, where the majority of helicopters are operating in the offshore oil market, the opposite is the case. The oil companies want the latest equipment, the market is very competitive (especially between Bristow and CHC) and some governments (e.g. Nigeria) will no longer allow an aircraft more than 18 years old to be imported into the country. It's for reasons like this that in Equatorial Guinea, Cameroon and Nigeria you'll see lots of Bell 412s, EC155s, SA365N3s and S76C+s (with more old 365Ns and Bell 212s being replaced every month) and CHC shortly to start operating A139s in Nigeria. Bristow is replacing all the old 212s with 412EPs in Eket. I think it's actually more in Europe and the Caribean that you're likely to see the old aircraft these days!! I wish I were still in Nigeria - I'd love to try out some new toys!!
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Mama:
I was aware of the class 1/2 requirements for different phases of flight and I acknowledge the payload/performance benefits in all phases of flight for the newer aircraft. Again I am not sure how often the additional performance is used, but it is of course always nice to have in the event that..... I just wondered if it all out weighed the bottom line in the eyes of those other than the crew of course.
I didn't realise that such age restirctions had been placed on aircraft entering the African market. That being the case, it throws the old vs new equation out of the window if correct (I'm not sure how or when Caverton placed the Dauphin - seems to go against the import restriction). On a competition basis I would argue that it is not as competitive as other markets eg Europe, but the point that two larger companies are competing is a point well taken.
Still all the new aircraft are extremely expensive and I am not sure yet that we have seen some of the tremendous profits for the oil companies filter down to the operators. It will be interesting to know what compettitive positions are taken at the next tenders given such high profits for oil companies, stagnant margins for operators and the significantly higher cost of new replacement aircraft.
Thanks for the input.
I was aware of the class 1/2 requirements for different phases of flight and I acknowledge the payload/performance benefits in all phases of flight for the newer aircraft. Again I am not sure how often the additional performance is used, but it is of course always nice to have in the event that..... I just wondered if it all out weighed the bottom line in the eyes of those other than the crew of course.
I didn't realise that such age restirctions had been placed on aircraft entering the African market. That being the case, it throws the old vs new equation out of the window if correct (I'm not sure how or when Caverton placed the Dauphin - seems to go against the import restriction). On a competition basis I would argue that it is not as competitive as other markets eg Europe, but the point that two larger companies are competing is a point well taken.
Still all the new aircraft are extremely expensive and I am not sure yet that we have seen some of the tremendous profits for the oil companies filter down to the operators. It will be interesting to know what compettitive positions are taken at the next tenders given such high profits for oil companies, stagnant margins for operators and the significantly higher cost of new replacement aircraft.
Thanks for the input.
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Hi Guys n Gals,
Just wondering if anyone knows hows long it takes to get a work visa sorted for Nigeria. Sent the paper work off and been waitin' a few weeks now and have heard nothing.
Any Ideas???
Cheers
L'
Just wondering if anyone knows hows long it takes to get a work visa sorted for Nigeria. Sent the paper work off and been waitin' a few weeks now and have heard nothing.
Any Ideas???
Cheers
L'
Shell to leave onshore Nigeria by 2008?
Nigeria braces for outbreaks of unrest
>By Dino Mahtani in Lagos
>Published: February 7 2006 18:42 | Last updated: February 7 2006 18:42
>>
The commander of Nigeria’s military operation in the oil-rich Niger delta has warned of more unrest there as Africa’s biggest oil producer and most populous nation heads towards national elections next year.
Brigadier General Elias Zamani is acutely aware of how electoral politics can disrupt Nigerian oil output. Indeed, the 54-year-old was appointed to command thousands of troops after an ethnic uprising in the delta in the run-up to 2003 elections forced a 40 per cent cut in the production of the world’s eighth largest oil exporter.
The kidnapping of four foreign oil workers and co-ordinated attacks against oil facilities in recent weeks have cut production and left several soldiers dead, once again demonstrating the industry’s vulnerability.
Heightened ethnic and political tensions ahead of next month’s national census and the 2007 elections are a worry for both multinational oil companies and Nigeria, which produces about 2.5m barrels of oil a day.
Nigeria on Wednesday is expected to conclude bidding for new offshore oil contracts, many of them outside the delta region.
“We have to prepare for the worst when a major event is coming up like the census,” General Zamani told the FT at his military base in the delta town of Warri.
Echoing the fears of the multinationals, John Negroponte, US national intelligence chief, said last week that the 2007 elections “could lead to major disruption in a nation suffering frequent ethno-religious violence, criminal activity and rampant corruption”.
At the root of the delta’s insecurity is local animosity towards the government and the multi-billion-dollar oil industry.
The Ijaw tribe, who make up most of the delta’s 20m people, say they have been cheated out of their oil wealth. Ijaw militants involved in the 2003 crisis still complain that their people are under-represented politically because of skewed census figures and rigged ballots.
Despite the end of 15 years of military rule in 1999, electoral violence and rigging have marred Nigeria’s last two elections and corruption and political thuggery remain a part of daily life.
The delta’s complex maze of creeks is home to armed groups, many of which have been armed by political figures to garner influence ahead of previous elections.
They have used the proceeds of stolen crude oil to build up sizeable arsenals, including rocket launchers, which were used in a recent attack against a facility operated by Shell, Nigeria’s largest oil producer, said Gen Zamani.
But Nigeria is not planning to increase its troop presence in the delta, according to Gen Zamani. Analysts claim this is partly due to a lack of military capacity. Experts believe 200 patrol boats would be needed to secure the 112,000 sq km of the delta, but Nigeria has only a fraction of that capacity. The navy has itself come under scrutiny after two admirals were sacked over the disappearance of a tanker impounded for oil theft.
Meanwhile, President Olu-segun Obasanjo has dismissed notions that unrest could affect oil investment. By contrast, a recent report commissioned by Shell said the company could by 2008 be forced to leave the delta, where an estimated 1,000 people are killed every year.
Mr Obasanjo’s confidence reflects his belief that he can resolve such crises.
The release of four expatriate hostages last week was secured at high level behind closed doors, according to sources close to the negotiations.
Analysts say this shows that the delta’s grassroots grievances are being exploited by political players at the national level. The danger is that delta tensions could be manipulated by Mr Obasanjo’s enemies to force political concessions in the run-up to elections.
Loyalties are mixed. The same armed groups who espouse Ijaw rhetoric are in some cases empowered as double agents on behalf of the government or used by other political figures. Despite the apparent co- ordination of the latest attacks, industry officials also fear a security dilemma posed by different armed groups without a central command structure.
Meanwhile, many soldiers are on edge. They have previously cracked down hard in response to attacks on them in the delta. In 1999, scores were massacred in the town of Odi after soldiers were killed. Last year, a major reprisal took place on another delta community.
>By Dino Mahtani in Lagos
>Published: February 7 2006 18:42 | Last updated: February 7 2006 18:42
>>
The commander of Nigeria’s military operation in the oil-rich Niger delta has warned of more unrest there as Africa’s biggest oil producer and most populous nation heads towards national elections next year.
Brigadier General Elias Zamani is acutely aware of how electoral politics can disrupt Nigerian oil output. Indeed, the 54-year-old was appointed to command thousands of troops after an ethnic uprising in the delta in the run-up to 2003 elections forced a 40 per cent cut in the production of the world’s eighth largest oil exporter.
The kidnapping of four foreign oil workers and co-ordinated attacks against oil facilities in recent weeks have cut production and left several soldiers dead, once again demonstrating the industry’s vulnerability.
Heightened ethnic and political tensions ahead of next month’s national census and the 2007 elections are a worry for both multinational oil companies and Nigeria, which produces about 2.5m barrels of oil a day.
Nigeria on Wednesday is expected to conclude bidding for new offshore oil contracts, many of them outside the delta region.
“We have to prepare for the worst when a major event is coming up like the census,” General Zamani told the FT at his military base in the delta town of Warri.
Echoing the fears of the multinationals, John Negroponte, US national intelligence chief, said last week that the 2007 elections “could lead to major disruption in a nation suffering frequent ethno-religious violence, criminal activity and rampant corruption”.
At the root of the delta’s insecurity is local animosity towards the government and the multi-billion-dollar oil industry.
The Ijaw tribe, who make up most of the delta’s 20m people, say they have been cheated out of their oil wealth. Ijaw militants involved in the 2003 crisis still complain that their people are under-represented politically because of skewed census figures and rigged ballots.
Despite the end of 15 years of military rule in 1999, electoral violence and rigging have marred Nigeria’s last two elections and corruption and political thuggery remain a part of daily life.
The delta’s complex maze of creeks is home to armed groups, many of which have been armed by political figures to garner influence ahead of previous elections.
They have used the proceeds of stolen crude oil to build up sizeable arsenals, including rocket launchers, which were used in a recent attack against a facility operated by Shell, Nigeria’s largest oil producer, said Gen Zamani.
But Nigeria is not planning to increase its troop presence in the delta, according to Gen Zamani. Analysts claim this is partly due to a lack of military capacity. Experts believe 200 patrol boats would be needed to secure the 112,000 sq km of the delta, but Nigeria has only a fraction of that capacity. The navy has itself come under scrutiny after two admirals were sacked over the disappearance of a tanker impounded for oil theft.
Meanwhile, President Olu-segun Obasanjo has dismissed notions that unrest could affect oil investment. By contrast, a recent report commissioned by Shell said the company could by 2008 be forced to leave the delta, where an estimated 1,000 people are killed every year.
Mr Obasanjo’s confidence reflects his belief that he can resolve such crises.
The release of four expatriate hostages last week was secured at high level behind closed doors, according to sources close to the negotiations.
Analysts say this shows that the delta’s grassroots grievances are being exploited by political players at the national level. The danger is that delta tensions could be manipulated by Mr Obasanjo’s enemies to force political concessions in the run-up to elections.
Loyalties are mixed. The same armed groups who espouse Ijaw rhetoric are in some cases empowered as double agents on behalf of the government or used by other political figures. Despite the apparent co- ordination of the latest attacks, industry officials also fear a security dilemma posed by different armed groups without a central command structure.
Meanwhile, many soldiers are on edge. They have previously cracked down hard in response to attacks on them in the delta. In 1999, scores were massacred in the town of Odi after soldiers were killed. Last year, a major reprisal took place on another delta community.
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How long does it take to get a visa, work permit, pass the Air Law exam, get licence validation, How much money should be the question!!!! Did I mention the 'Aeromedical' facility in Ikeaja? Jazuz...the Black Hole of Calcutta is more inviting and hygenic.......Tenfold!!!!!!
Discussing Helicopter performance with the NCAA is about as useful as T*ts on a Hog!!! As for Caverton Helicopters.............At least Robin Hood had a mask on when he went robbing!!!!!
Discussing Helicopter performance with the NCAA is about as useful as T*ts on a Hog!!! As for Caverton Helicopters.............At least Robin Hood had a mask on when he went robbing!!!!!
Nigerian In Law
Mama,
You hit the nail on the head. CHC pay more than OLOG for less time, but a Brit would have tax problems and would proabaly need to spend as much going on holidays as he would save.
You hit the nail on the head. CHC pay more than OLOG for less time, but a Brit would have tax problems and would proabaly need to spend as much going on holidays as he would save.
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An era ends in Nigeria for Aero. I hear that Captain Kobo is having one of a few final leaving parties in Port Harcourt at the weekend (only a few Aero people turned up for his big public farewell at the NAF Base). Most people are wondering if it will be a change for the better or for the worse - or indeed if he's really leaving 
. Rumours range from a senior management job in Canada to staying on in Lagos as a consultant, to commercial manager India. As with most such changes I suspect some will be for the better, some for the worse; some people will raise a cheer, some shed a tear. No matter what, he's been around with Aero for a very long time now and should be congratulated for having lasted in his position for so long. What new 'mafias' will now evolve? Somehow, I'm sure the future for Aero will be much affected, at least in the short-term. Farewell and good luck.
. Rumours range from a senior management job in Canada to staying on in Lagos as a consultant, to commercial manager India. As with most such changes I suspect some will be for the better, some for the worse; some people will raise a cheer, some shed a tear. No matter what, he's been around with Aero for a very long time now and should be congratulated for having lasted in his position for so long. What new 'mafias' will now evolve? Somehow, I'm sure the future for Aero will be much affected, at least in the short-term. Farewell and good luck.
How does one replace all those years on knowledge, experience, contacts, sources of information, and replace it with some young well meaning strangers new to the whole shebang?
The ways of Nigeria and the Delta are not quite the same as BC and Newfie Land...not by a long shot. Lets wish them all the success in the world!
I hope they keep notes and write an account of the first year going it without the fellow. It would make for some very interesting reading I think.
The ways of Nigeria and the Delta are not quite the same as BC and Newfie Land...not by a long shot. Lets wish them all the success in the world!
I hope they keep notes and write an account of the first year going it without the fellow. It would make for some very interesting reading I think.
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Life Getting Even Better in Nigeria
Things obviously are getting no better in Nigeria:
Another crisis stared at the strategic oil sector yesterday after a militant group responsible for the kidnapped of four foreign oil workers in the Niger Delta last month, threatened to unleash fresh wave of violence next week in the oil producing region.
The Movement for the Emancipation of Niger Delta (MEND) said in statement e-mailed to THISDAY that the international community should do well to evacuate their nationals from the Niger Delta before February 12, or face violent attacks.
MEND claimed responsibility for the kidnap January 11, 2006 of the expatriate oil workers, an American Patrick Landry, a Briton Briton Nigel Watson-Clark, Honduran Harry Ebanks and Bulgarian Milko Nichev.
After it claimed the hostages were released on "compassionate ground", the militant group said it had been provoked into declaring another round of battle following reports in the media which claimed that the Bayelsa State Government paid over N264 million to the group to effect the release of the hostages.
MEND also said it had decided to launch attack on oil facilities based on information available to it that the Federal Government intends to poison two Ijaw leaders, the former Bayelsa State governor Diepreye Alamieyeseigha and Mujahideen Asari Dokubo.
"A social, economic and political disaster shall be launched by MEND in the shortest possible time at the heartbeat of the oil industry, to effectively dissuade Nigeria and her domestic and foreign collaborators from activities and criminal discretions inimical to the Niger Delta region," said the group.
"We shall cripple the capacity of Nigeria to export our crude by a fatal 85 per cent... The international community should do well to evacuate their nationals everywhere, within, about or around the Niger Delta before 12th of February, because the wrath of the gods of izon land is boiling and the blood of the oil invaders shall be made to appease the petulance of the rivers of our raging rebellion," it added.
To add to the dilight of living in this area, there is now spread of the H5N1 strain of bird flu in thenorth of Nigeria, but already there is fear it has spread to Lagos.
With violence, AIDS and now bird flu amongst the daily hazards of life in Nigeria, I hope all rotorheads working there will take care and not be targetts of the new campaign against expatriates by MEND. Stay away from this area and if you can't stay away, fly safe.
Another crisis stared at the strategic oil sector yesterday after a militant group responsible for the kidnapped of four foreign oil workers in the Niger Delta last month, threatened to unleash fresh wave of violence next week in the oil producing region.
The Movement for the Emancipation of Niger Delta (MEND) said in statement e-mailed to THISDAY that the international community should do well to evacuate their nationals from the Niger Delta before February 12, or face violent attacks.
MEND claimed responsibility for the kidnap January 11, 2006 of the expatriate oil workers, an American Patrick Landry, a Briton Briton Nigel Watson-Clark, Honduran Harry Ebanks and Bulgarian Milko Nichev.
After it claimed the hostages were released on "compassionate ground", the militant group said it had been provoked into declaring another round of battle following reports in the media which claimed that the Bayelsa State Government paid over N264 million to the group to effect the release of the hostages.
MEND also said it had decided to launch attack on oil facilities based on information available to it that the Federal Government intends to poison two Ijaw leaders, the former Bayelsa State governor Diepreye Alamieyeseigha and Mujahideen Asari Dokubo.
"A social, economic and political disaster shall be launched by MEND in the shortest possible time at the heartbeat of the oil industry, to effectively dissuade Nigeria and her domestic and foreign collaborators from activities and criminal discretions inimical to the Niger Delta region," said the group.
"We shall cripple the capacity of Nigeria to export our crude by a fatal 85 per cent... The international community should do well to evacuate their nationals everywhere, within, about or around the Niger Delta before 12th of February, because the wrath of the gods of izon land is boiling and the blood of the oil invaders shall be made to appease the petulance of the rivers of our raging rebellion," it added.
To add to the dilight of living in this area, there is now spread of the H5N1 strain of bird flu in thenorth of Nigeria, but already there is fear it has spread to Lagos.
With violence, AIDS and now bird flu amongst the daily hazards of life in Nigeria, I hope all rotorheads working there will take care and not be targetts of the new campaign against expatriates by MEND. Stay away from this area and if you can't stay away, fly safe.
No more Chicken and Chips either....when one has to lay off the Chicks...it is time to move to another locale!