Today, November 1, 2025, marks a significant milestone: 100 years of civil aviation in Nigeria. This journey, which began with a historic flight by three British Royal Air Force DH.9A planes in 1925, has seen tremendous growth, regulatory changes, and the rise of a vibrant aviation industry.
The Nigerian Civil Aviation Authority (NCAA) is the civil aviation authority of Nigeria.
Early Aviation and the Birth of Regulatory Bodies
Civil Aviation in Nigeria is a spin-off of the British colonial rule.
The British government at the time was maintaining an active Royal Air Force (RAF) base in Khartoum, Sudan.
On sensing the trouble in Kano, London swiftly signalled the commanding officer of the Khartoum RAF Squadron, instructing him to fly to the Northern Nigerian city and report on the situation.
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Without air routes, maps or radio communications the flight was regarded as "a particularly hazardous operation".
Subsequent flights were to be originated from Cairo, Egypt where the RAF also had a base.
The landings were so spectacular that one Kano resident was moved to paint the scene (the water colour picture was later acquired by the government).
The earliest known commercial aviation activity in Nigeria is credited to one gentle man, "Bud" Carpenter, who owned the earliest type of the Light aircraft, de Havilland Moth. In the early 1930s, an enterprising pilot carried a few fare-paying passengers in a seaplane between Lagos and Warri. Consequently, a representative of the Air Ministry in London visited Nigeria to inspect what could then be appropriately described as "landing grounds". Wing Commander E. H. It must be remembered, however that what was called an aerodrome in those days would by no means meet requirements for even some of the small aeroplanes of' modern times.
These services thus pioneered commercial international operations in Nigeria, although it was not until 1936 that commercial aviation actually came to Nigeria.
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The Imperial Airways, the forerunner of the British Overseas Airways Corporation (BOAC), operated large four-engined aeroplanes, known as the Hannibal class or the Handley, on the Nile route from Cairo to Kisumu, Uganda.
In Nigeria early pilots were brave and had to weather the harsh harmattan and rainy conditions.
But there was one peculiar emergency landing near Maiduguri in 1937.
Engineers were promptly despatched from Kano.
They arrived a day later on horseback with their tool kits.
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WAAC was charged to "develop air services in and between West African territories".
The airline began services with a six-seater De Havilland Dove aircraft.
Its Nigerian domestic services were operated with the Dove while the West Coast services were operated with Bristol Wayfarers.
On attaining independence in 1957 Ghana pulled out of the airline company, and in August 1958 the Nigerian government in partnership with BOAC and Elder Dempster lines formed the West African Airways Corporation (Nigeria) limited (which would later develop into today's Nigeria Airways).
After years of direct control of regulation by the federal government (military and civilian regimes), Federal Civil Aviation Authority (FCAA) was created in 1990 but was dismantled in late 1995 as part of a government reorganization. It was replaced by the Nigerian Civil Aviation Authority (NCAA), which was created in 1999 and began operations in 2000.
From Chief Ladoke Akintola in 1957 to Mr. Festus Keyamo (SAN) as at 2025, 38 Ministers have superintended over air transportation in Nigeria.
Since 1990, there have been nine NCAA Directors-General from Air Commodore Kolawole Falope (Rtd) to Capt.
Key Legislative Changes: The Civil Aviation Act 2022
On August 16, 2022, the Civil Aviation Act 2022 (CAA 2022) was enacted, repealing the Civil Aviation Act of 2006 and introducing significant changes to the Nigerian aviation industry.
The new Act introduced various changes that have recently impacted the aviation industry in Nigeria.
The newly enacted CAA 2022 has a broad scope, encompassing individuals, aircraft, air operators, aerodromes, aeronautical products, and licensed aerodromes validated by the Nigeria Civil Aviation Authority (NCAA), also known as the authority.
In contrast to the Nigerian Civil Aviation Authority established in Section 2(1) of the CAA 2006, the CAA 2022, specifically Section 4(1), establishes an autonomous body called the Nigeria Civil Aviation Authority.
This enactment solidifies the autonomy of the NCAA.
According to Section 8(3) of the CAA 2022, the Nigeria Civil Aviation Authority (NCAA) is now exclusively responsible for regulating civil aviation in Nigeria.
Regardless of any other laws, the Authority has the sole authority in this regard.
Enhanced Powers and Responsibilities
The powers granted to the Nigeria Civil Aviation Authority (NCAA) in Section 9(1) of the CAA 2022 are not present in the corresponding provisions of the CAA 2006.
In the repealed CAA 2006, Section 63(2) granted the Authority the power to prosecute offenders, but only with the consent of the Attorney General of the Federation.
However, Section 9(1)(f) of the CAA 2022 removed this restriction, granting the Authority the power to seek and receive information from any person, authority, or company without hindrance for enforcement purposes.
Furthermore, the CAA 2022 made amendments to the power to request information.
The CAA 2006, in Section 19(1)(a), allowed authorised officers of the Authority to require information from individuals engaged in air transport business, including the carriage of passengers or goods.
Additionally, the power to conduct search and rescue operations was addressed in more detail in the CAA 2022.
The CAA 2006, in Section 30(3)(o), did not provide explicit details on this power.
Changes to Leadership and Oversight
The CAA 2022 introduced changes to the role of the Director-General compared to the CAA 2006.
Another significant change is related to the removal of the Director General of Civil Aviation.
In the CAA 2022, the power to remove the Director General now requires confirmation by the Senate, as outlined in Section 11(3).
Financial Provisions and Charges
Section 23(1) of the CAA 2022 introduces a 5% charge on all international and domestic air transportation originating in Nigeria, regardless of the place of sale, ticket issuance, or execution of the contract of carriage.
The CAA 2022, under Section 23(2), provides detailed provisions regarding the 5% charge.
Furthermore, Section 23(3) of the CAA 2022 removes the authority of airlines to collect the 5% charge.
The CAA 2022 also introduces additional provisions in Section 23 that were not present in the CAA 2006.
Subsections (4), (5), (6), (7), and (10) are new additions.
Subsection (4) imposes a duty on the authority to regulate the manner and time for remittance of funds collected on its behalf by airlines.
Subsection (6) establishes an obligation for Air Operator Certificate (AOC) holders to pay a 5% charge management fee for contracts involving fleet management of aircraft other than their own, as specified in their operations specifications or authorisation.
Lastly, subsection (10) introduces penalties for failure to remit or pay the 5% charge and management fee to the Authority within the specified time frame.
Expanded Regulatory Powers
The CAA 2022 introduces Section 31(1), which grants the Director-General of the Authority the general power to regulate civil aviation.
This provision was not present in the CAA 2006.
Additionally, the CAA 2022 includes a novel provision in Section 31(7) that was absent in the CAA 2006.
This provision empowers the Authority to take immediate action in response to safety and security emergencies in civil aviation.
