Capital-Heavy Aviation Budget Raises Accountability Questions
By FIDELUS ZWANSON
Aviation Allocation Draws Scrutiny
NIGERIA’S proposed ₦87.3 billion aviation budget for 2026 has ignited debate among industry stakeholders and fiscal analysts over duplication of expenditure, loosely defined consultancy costs, and lingering questions about planning discipline.
The aviation allocation forms part of President Bola Ahmed Tinubu’s broader 2026 Appropriation Bill, valued at over ₦58 trillion, which the administration has described as a vehicle for economic consolidation, infrastructure development, and inclusive growth. While the overall budget reflects efforts to stabilise the economy amid inflation and structural reforms, sector-by-sector analysis reveals tensions between ambition and execution.
Aviation’s Place in the Federal Budget
Compared with the Ministry of Transportation’s ₦432.3 billion allocation, aviation’s ₦87.3 billion envelope appears modest. On the surface, the disparity is understandable given the scale of road, rail, and maritime infrastructure needs. However, a deeper examination of the aviation budget suggests a sector aggressively tilted towards capital expenditure.
Of the total allocation, approximately ₦70.19 billion—nearly 80 per cent—is earmarked for capital projects, while personnel costs account for ₦14.78 billion and overheads ₦2.34 billion. This structure positions aviation as one of the most capital-intensive ministries in relative terms, challenging the notion that the sector is primarily administrative or consumptive.
Agency Allocations Reveal Contradictions
The breakdown of agency budgets, however, exposes inconsistencies. The Nigerian Meteorological Agency (NiMet) received ₦11.84 billion, with over ₦9.15 billion—more than 77 per cent—allocated to personnel costs. While meteorological services are expertise-driven, the imbalance raises concerns about insufficient funding for equipment upgrades, digitisation, and modern forecasting systems critical for aviation safety.
By contrast, the Nigerian Airspace Management Agency (NAMA) was allocated ₦6.3 billion entirely for capital expenditure, with no personnel or overhead costs reflected. Although NAMA generates revenue independently, the absence of operational costs in a core safety agency complicates transparency and makes it difficult to assess total airspace management expenditure.
Similarly, the Nigerian Safety Investigation Bureau (NSIB) received ₦7.24 billion, with ₦6.51 billion devoted to capital projects. While this suggests investment in investigation capacity, the budget provides no detail on the nature of these projects or their expected safety outcomes.
NCAT and the Question of Duplication
Concerns about duplication are most pronounced in the budget of the Nigerian College of Aviation Technology (NCAT), Zaria, which received ₦11.28 billion. Within its ₦6.54 billion capital allocation are two separate line items related to Boeing 737 simulators: ₦175 million for “simulator retention” and ₦126 million for “simulator and other certifications.”
The absence of clarity on whether these allocations cover distinct activities or the same asset has raised eyebrows, particularly given reports that the simulator has been underutilised.
Further scrutiny has been drawn to a ₦21 million provision for “window shopping and evaluation exercises,” a term left undefined in the budget document.
Consultancy Spending in Focus
Consultancy costs form another flashpoint. The ministry proposes to spend over ₦700 million on broadly described “general consultancy for ongoing projects,” without specifying deliverables or beneficiaries. Additional allocations include ₦300 million for consultancy related to airport terminal concessions and ₦30 million for consultancy on four international airports.
The lack of clarity on whether these projects overlap reinforces concerns about fragmented budgeting and weak expenditure control.
Infrastructure Ambition, Limited Detail
While infrastructure projects such as cargo terminals across multiple airports and airstrip development in Abia and Anambra states align with diversification goals, their relatively modest allocations raise doubts about implementation depth. The ₦4 billion refund for Kebbi airport construction—nearly five per cent of the aviation budget—stands out, especially as the same airport appears again under cargo terminal development.
A Broader Fiscal Challenge
Overall, Nigeria’s 2026 aviation budget reflects ambition constrained by weak detailing. Despite its capital-heavy orientation, vague descriptions and potential duplication undermine confidence in execution. Analysts argue that tightening definitions, consolidating overlapping projects, and strengthening accountability could transform the aviation budget from a paper exercise into a genuine reform tool.
