Between Promise & Performance: The Untold Story Of NCAT’s Dormant B737 Simulator
By FIDELUS ZWANSON
The Investment Meant to Transform Aviation Training
IN 2020, the Federal Government unveiled what was meant to be a game-changer for Nigeria’s aviation sector: a Boeing 737-NG full-flight simulator installed at the Nigerian College of Aviation Technology in Zaria.
The simulator, procured for roughly $21 million, was not simply equipment. It was strategy. It promised to cut millions of dollars in foreign exchange spent annually on overseas pilot training, strengthen technical independence and elevate Nigeria into a regional aviation training hub.
Given that a significant portion of Nigerian commercial pilots are certified on Boeing 737 aircraft, demand appeared guaranteed.
But years after delivery, questions linger over how effectively the asset is being used.
The Recurring Cost of Readiness
Budget documents show repeated financial provisions tied to the simulator.
The 2026 budget allocates ₦175 million for retention and ₦126 million for certification. Similar entries appeared in 2024 and 2025, covering retention payments, spare parts and regulatory processes.
NCAT management insists the allocations are procedural. The retention payment reflects contractual obligations tied to the defect-liability period. Certification funding, officials explain, is required to secure regulatory approval from the Nigeria Civil Aviation Authority and comply with international aviation standards.
Such certification involves technical inspections, instructor qualification, compliance testing and extensive documentation. Without it, the simulator cannot be used commercially.
Yet the key question persists: why has certification taken years to conclude?
Silence Where Metrics Should Speak
In the aviation industry, performance is measurable. Simulators log flight hours. Airlines book training slots. Pilots receive certifications.
But public information about the Boeing 737 simulator’s utilisation remains scarce. Requests for confirmation on whether it is fully operational, undergoing testing, or still awaiting approval have not yielded definitive answers.
That silence has amplified concern among analysts who see utilisation — not ownership — as the true determinant of value.
Globally, high-end full-flight simulators are operated almost around the clock to justify their capital cost. They replicate cockpit systems, motion, emergencies and adverse weather, allowing pilots to meet strict recurrent training requirements safely and efficiently.
Even when not in use, these machines demand maintenance, calibration and periodic inspections. The result is a financial paradox: an asset designed to generate revenue but still drawing budgetary support.
Structural Constraints and Subsidies
NCAT officials point to systemic funding constraints. Capital releases from the federal budget are often delayed, slowing certification processes and upgrades. Under envelope budgeting, agencies operate within fixed ceilings regardless of evolving project demands.
Compounding the challenge is NCAT’s subsidy model. More than 80 percent of training fees are subsidised, limiting cost recovery and restricting internally generated revenue.
The institution argues that these structural realities have slowed full commercial deployment.
Expansion Amid Uncertainty
In May 2025, NCAT disclosed plans to acquire an ERJ-145 simulator to broaden training capacity. The move signals ambition but has drawn scepticism from industry observers who argue that expansion should follow demonstrable utilisation of existing equipment.
Nigeria’s aviation aspirations are substantial. A fully operational Boeing 737 simulator could anchor the country’s ambition to become West Africa’s premier training centre, attracting international students and reducing capital flight.
For now, however, the simulator’s story remains suspended between aspiration and accountability.
A Grounded Symbol
The Boeing 737-NG simulator stands as both opportunity and warning. It reflects Nigeria’s determination to build technical capacity — but also highlights the risks of bureaucratic delay and opaque reporting.
In aviation, idle time is costly. Every month without full utilisation represents lost revenue, continued foreign exchange outflows and missed opportunities to develop local expertise.
Until clear operational data confirms otherwise, NCAT’s multimillion-dollar simulator will remain less a symbol of flight and more a reminder that infrastructure alone does not guarantee lift-off.
