Sunday , 5 December 2021
enfrit
Its employees proceeded to choke their company in order to spare it a foregone demise. Are pending a neat loss of 65 000 a day, a potential sanction from the OACI, a very likely complain from series of French airline companies as well as other victims of much unexpected so therefore even more inconvenient flight disruptions… Neither the staff of Air Madagascar nor the ministry of the Transportation did fancy such gloomy prospects. Call this original social movement Insane, incomprehensible, desperate, unconscious, just run out of qualifiers in the process, whatever... the movement tackled by the Air Madagascar airline company's employees' union actually materializes a loud protest against developments perceived as an injustice, a complain which frames France for an alleged maneuver expecting to lead to a solid grip on every single flight ever linking Madagascar to Europe.

B class: an incurable disease for Air Madagascar airlines, is it not?

Each and everyone had his point and his word to say. According to the employees, France and none but France is to be blamed for keeping Air Madagascar in the B appendix: “It was the French DGAC, its civil aviation’s general direction services, which started hostilities and drove Air Madagascar in this situation” declared the unionist pilot Rado Rabarilala. He subsequently expressed a single demand in the name of his protesting group: “Only drive Air Madagascar out of the B appendix, the end “. Since the movement is therefore openly taking a stand against the French authorities, the first hit on any sensitive pressure point predictably developed into the prevention of the landing of any of the French airline companies’ aircrafts and bringing every ground operation to a standstill. Air France was the primary target, then Corsair had to preemptively cancel flights.   
“Relegating Air Madagascar airlines into the B appendix was not a single country’s deed since the technical decision was taken by the 28 member states of the EU “, replied the minister of Transportation. The reports, produced by the OACI and raising extremely serious concerns about aerial security for facilities and passengers, were overwhelming. Ulrich Andriantiana estimated that the union’s demand does not make sense, since “that kind of overreaction is certainly unlikely to bring any positive contribution to clear the airline company of the B appendix trouble. The problem is a structural one, comes and has to be settled from the Malagasy side at first”, replied the minister. He subsequently confessed several failings as well as the lack of human personnel from the Civilian Aviation of Madagascar to carry controls out, and from Air Madagascar to see to maintenance tasks.   
According to the minister of Transportation, his department already works on this issue in order to get everything fixed and ready by the end of the year 2014, and pass the next technical assessment expected to take place in March 2015 with success. James Andrianalisoa, number one at the Civilian Aviation of Madagascar confirmed that the present structure was little more than a burden to the state-controlled institution in its consented efforts to do its job properly. “When expertise proves reliable again, and when work gets completed the way it should, we will come out of the B league “, he said. Earning points will have to come to reality by reducing potential risks to minimum and stacking certifications up. The CAM’s number one only hopes that the EU no longer bears grudge from this current overreaction when the time of assessment comes.   
But where on earth did the employees of Air Madagascar have this idea of making hostages out of French airline companies from? well, most likely from a recent Cameroonian precedent. According to one of the union leaders, Cameroon had the same problem with France and the state was in league side by side with the national airline company. “They threatened French airline companies with complete ban and got away with it”. Too bad for the cause that Malagasy authorities seemed more concerned by the effects of the provoked disruption on Air France. The minister of Transportation denounced an alleged conspiracy intending to sabotage every ground operation carried out by Air Madagascar alone. According to Ulrich Andriatiana, the union’s movement would actually be a mere cover up for schemes from business companies particularly longing for the national airline company’s monopole to be brought down and for the cake to be shared out.   
Air France has by far the largest number of weekly flights, namely 25 against 17 from other companies, but again flies Boeing type aircrafts with passenger capacities nearly twice larger the Airbuses rented by Air Madagascar together with attached foreign technical crews. A denial of entry into the European air space deprives Air Madagascar of US$ 1.3 million a month as a matter of fact. No wonder that the protesting employees are convinced of how very much profitable this situation happens to be to the leading French airline company, and that it might have actively contributed to the relegation of its main Madagascan rival to this end, in spite of the efforts consented and all the improvements achieved to comply with international standards.