With African aviation on a firmly upward trajectory, economic reward seems sure to follow – so long as countries stop charging one another for the use of airspace

Glancing around a crowded terminal in Kenya’s Jomo Kenyatta airport, one of the busiest international hubs in Africa, it’s obvious that more passengers are streaming to the continent than ever before.

Chinese businessmen stretch out on benches, trying to catch a few hours’ sleep before continuing their journey to Angola, while American tourists trade loud jokes as they board a flight to Mount Kilimanjaro, one of Tanzania’s most popular holiday destinations.

For decades, Asian investors have been travelling to Africa, attracted by the continent’s emerging economies. And surging numbers of labourers, executives and families flying between Africa and Asia have now made it the world’s fastest growing transcontinental route, according to the International Air Transport Association (Iata).

But it’s not just Asian travellers who can benefit African economies. Experts say improved regional and internal air networks could drive economic growth and encourage trade. Regional trading blocs, like the East African Community and the Southern Africa Development Community,could use air transport to increase trade and encourage business between member states.

Promoting internal air links could reap huge economic rewards, such as more trade between African countries and other parts of the world, as well as a reduction in the expensive transport costs with which African businesses are saddled at present.



Growing affluence across Africa has created greater demand for air travel. By 2034, eight of the 10 fastest growing aviation markets will be in Africa, while nearly 300 million passengers will travel to and from African destinations, Iata has forecast. Much of this growth is expected in routes within the continent.

Nigeria’s aviation minister, Osita Chidoka, says African airlines can take advantage of emerging middle classes and Asian links, but need to enact a longstanding agreement between 44 African governments, known as the Yamoussoukro Decision,that would enable airspace to be shared without the imposition of fees.

“One of the ways [African airlines] can have an advantage is the ability to go with the Yamoussoukro Decision of African ministers to liberalise air space in Africa, which would allow them to coordinate [flights between] African cities and bring them together in a hub and spoke manner.”

Facebook Twitter Pinterest Osita Chidoka, Nigeria’s aviation minister, wants the continent’s air space opened up

Iata bemoans the slow march of progress towards implementing the Yamoussoukro Decision. “The benefits have not been realised,” said the group, which estimates that liberalising African airspace in 12 countries could create more than 150,000 jobs and add $1.3bn (£872m) to the continent’s gross domestic product by encouraging tourism.

There is a growing belief that tourism can bolster African economies and that improved air networks will encourage more travellers to visit the continent. Despite travel warnings surrounding west Africa’s Ebola outbreak, sub-Saharan Africa drew 3% more tourists last year than in 2013, according to the UN’s World Tourism Organisation.

In 2014, more than 50 million tourists travelled to Africa, making it one of the world’s most popular regions. This number is expected to increase further in 2015.

Many question whether more passengers on Asian routes will benefit African carriers. With stiff competition from Gulf carriers such as Emirates, Qatar Airways and Etihad Airways, African airlines will need to provide faster journey times and smooth transfers while continuing to shed a reputation for poor safety.



Low-cost carriers serving internal destinations and regional hubs can expect a greater economic fillip than expansive international carriers, says Brendan Sobie, chief analyst at the Centre for Aviation.“Low-cost carriers in the intra-Africa market would usher in a new era of rapid capacity growth, paving the way for growth in travel … which in turn could result in the greater linking of African economies,” Sobie told This Is Africa. “The potential economic implications are huge.”

There are just eight low-cost carriers operating in African skies, with a total of 34 aircraft between them, according to Sobie. Although low-cost carriers including Kenya’s Fly540,South Africa’s Kulula and Tanzania’s Fastjet have already enjoyed success, their fleets make up less than 3% of all commercial aircraft operated by African carriers.

For the first time, African airport operators now boast a better safety record than the world average, allaying fears that have plagued the continent’s aviation industry for decades. But Chidoka says: “What I believe we need to do going forward is to intensify the regulatory oversight, especially in the area of general aviation.”

Chidoka remains optimistic that African skies will open up. “What the western aviation companies cannot do, the African companies can do – if we fully liberalise the air space in Africa. So you will find an Arik airplane bringing people from Sierra Leone, from Liberia, from the Gambia, and being able to pool them together in Lagos or Abuja for onwards flights. African airlines can do more if we work towards the liberalisation of air space.”