TO attend the Africa Transport Forum in Côte d’Ivoire this October, Zimbabwe’s deputy minister for transport and infrastructure development embarked on a circuitous journey: a flight from Harare to Dubai, then a layover before touching down in Accra, Ghana, en route to Abidjan. This detour – both inefficient and environmentally taxing – encapsulates the dire state of African aviation.
While the Emirates airline has stepped in to provide vital connectivity, the continent’s broader aviation industry remains in disarray. Emirates, which began its African operations in 1986 with flights to Cairo, now serves 20 destinations across Africa with 161 weekly flights connecting 17 nations. Its extensive partnership network grants access to 210 regional points, demonstrating what’s possible when airlines prioritise connectivity.
However, for most of Africa, intra-continental travel is neither seamless nor sustainable, hampered by high operational costs, limited routes, and restrictive government policies.
The cost of flying in Africa
The African aviation sector shoulders the highest operating costs globally. The International Air Transport Association (IATA) reports that aviation fuel prices are 17 percent above the world average, while taxes, fees, and charges are 12 percent higher. Additional expenses, including maintenance, insurance, and ground-handling, further burden airlines.
For Ethiopian Airlines, Africa’s largest carrier, fuel alone accounts for 45 percent of total operating costs, compared to a global average of 25 percent. This economic imbalance pushes ticket prices out of reach for many Africans, exacerbating the low consumer purchasing power that plagues the industry.
Market size is another hurdle. Africa, home to 17 percent of the world’s population, contributes just 2 percent to global air travel. The sector faces a vicious cycle: limited routes and high fares deter passengers, while insufficient demand discourages investment in new routes and frequencies.
Connectivity challenges
West Africa epitomises the struggles of regional aviation. Since the collapse of the multi-flag airline Air Afrique in 2002, over 40 carriers have emerged in the region. Yet, these small-scale operations lack the economies of scale necessary to thrive. Passenger traffic remains weak, with half of West Africa’s point-to-point routes averaging fewer than 70 passengers daily.
Moreover, high fees deter airlines from serving certain countries. Libreville’s airport in Gabon, for example, has some of the steepest charges on the continent. These fees are often imposed unilaterally by governments, squeezing profit margins and limiting airline expansion.
Southern and Eastern Africa face similar connectivity issues, with few direct routes between regions. For instance, Emirates’ Dubai-Abidjan service stops in Accra, highlighting how international carriers are stepping in where African airlines cannot.
Liberalisation: a path forward
The key to breaking the aviation deadlock lies in liberalisation. The African Union’s Single African Air Transport Market (SAATM) initiative, launched in 2018, aims to open skies to competition and streamline regulations. While 37 out of 55 member states have signed on, progress has been slow.
Many governments remain reluctant to relinquish control over traffic rights, capacity, and pricing. Meanwhile, they readily grant ‘fifth freedom’ rights to foreign carriers like Emirates, which benefit from stopovers to pick up passengers.
African airlines are caught in a policy paradox: governments view them as cash cows rather than economic enablers. This mindset stifles growth, even as evidence suggests that aviation is a powerful driver of GDP. According to IATA, GDP growth has a 1:2 multiplier effect on air travel.
How Emirates leads by example
While African carriers grapple with restrictions, Emirates is taking proactive steps to stimulate demand. The airline collaborates with African tourism boards to promote destinations and has partnered with local carriers for seamless last-mile connections.
This approach underscores the potential for growth if African airlines adopt similar strategies. By forging partnerships and enhancing marketing efforts, they can drive passenger traffic and improve profitability.
What’s at stake
Beyond economic development, aviation has a role to play in uniting Africa. Better connectivity would facilitate trade, tourism, and cultural exchange, fostering regional integration.
Ethiopian Airlines serves as a success story, with 61 destinations across 40 African countries. However, even this giant cannot resolve the continent’s connectivity crisis alone. A collective effort, driven by policy reform and investment, is needed to unlock Africa’s aviation potential.
As African governments hesitate, Middle Eastern carriers like Emirates continue to dominate the skies. If the continent’s aviation sector is to thrive, leaders must prioritise collaboration, competition, and cost reduction. The alternative is a continued reliance on international carriers, leaving Africa’s economic potential unfulfilled.
The future of African aviation
With passenger traffic forecast to double by 2044, Africa’s aviation sector stands at a crossroads. The choices made today will determine whether the continent becomes a global aviation hub or remains grounded by inefficiency and fragmentation.
For now, the journey from Harare to Abidjan serves as a stark reminder of the work ahead. Africa’s skies must open – for its people, its economies, and its future.
Liz Bains is a business journalist specialising in Africa and the Middle East.
This article first appeared on Arabian Gulf Business Insight (AGBI). You may read the original here.
