Africa’s air travel is reliant on distant hubs: why it’s time to fix this

When conflict erupted in the Middle East in 2026, the consequences were felt far beyond the region. Disruptions to Gulf airspace rippled through the global aviation network, exposing a long-standing vulnerability for Africa: heavy reliance on external transit hubs for both international and intra-African travel. Rerouted flights, spiking costs, delayed cargo and interrupted journeys underscored how dependent the continent remains on infrastructure beyond its control.

A crisis exposes a long-standing weakness

For decades, many African travellers heading to another African destination have had to connect through hubs such as Dubai, Doha, Abu Dhabi, Istanbul or European cities. This pattern has historical roots. Colonial-era air networks linked African territories to European capitals rather than to each other, and post-independence arrangements often preserved those outward-facing routes. The result is a fragmented market that leaves Africa dependent on foreign airlines and distant hubs.

Non-African carriers still operate roughly 70% of Africa’s intercontinental capacity. That means shocks thousands of kilometres away can quickly become crises for African connectivity, trade and costs. The lesson from recent disruptions is clear: a more direct, intra-African network would improve efficiency, reduce exposure to external shocks and build resilience.

The cost of reliance on distant hubs

When airspace closes or routes shift, airlines are forced onto longer paths, burning more fuel and incurring higher crew and insurance costs. Aircraft utilisation drops and delays cascade across networks. These expenses flow through to passengers and exporters already grappling with some of the world’s highest operating costs.

Fuel, which accounts for 30% to 40% of airline operating costs, is more expensive at many African airports than at major Middle Eastern or European hubs. Causes include import dependence, layered taxes, fragmented supply chains and limited refining capacity. All carriers serving such airports face these prices, but African airlines are especially exposed because a larger share of their operations is within the continent. The result is a structural disadvantage that raises fares and constrains the affordability of intra-African services.

Longer flight paths caused by airspace closures intensify this pressure, especially when African carriers compete with larger international airlines that benefit from scale and integrated fuel supply systems. The pain isn’t limited to passengers: air cargo is critical for time-sensitive exports like fresh produce. Even short delays can erode quality, raise wastage and weaken the competitiveness of African exporters in global markets.

Opportunities to build resilience

The same crisis highlights a path forward. African hubs such as Addis Ababa, Nairobi, Johannesburg, Cairo and Casablanca can shoulder more traffic if three conditions advance together:

• Streamlined and predictable visa regimes that facilitate travel and connections
• Coordinated air service development that reduces duplication and plugs network gaps
• Modernised airport and air traffic infrastructure to handle growth efficiently

Infrastructure, however, is only part of the solution. Durable resilience requires capable institutions that coordinate responses during shocks, align regulations across borders and ensure rules are applied fairly. Ethiopian Airlines demonstrates what consistent policy support and operational autonomy can achieve, but it remains an exception; many carriers still face restrictive market access, inconsistent rules and patchy connectivity.

What’s already in place

Over the past three decades, Africa has built a framework for aviation integration:

• The 1999 Yamoussoukro Decision, committing states to liberalise intra-African air services
• The 2018 launch of the Single African Air Transport Market (SAATM), enabling African airlines to operate more freely across participating states
• The African Civil Aviation Commission (AFCAC), established in 1969 and, since 2007, the executing agency for SAATM

Despite these milestones, implementation has lagged. Liberalisation promises are often undermined by uneven application, weak institutional coordination and the prioritisation of national over continental interests. In 2026, African Union member states sought renewed momentum through the Lomé Declaration to accelerate progress toward a single market, and by reaffirming commitments under the Yamoussoukro Decision.

What’s missing: institutions, enforcement and effective dispute resolution

Three gaps must be closed to translate commitments into real connectivity:

1. Execution capacity. AFCAC needs a stronger mandate and adequate resources to coordinate continent-wide crisis responses, monitor compliance with liberalisation commitments, publish regular progress assessments and foster cooperation among national regulators, regional economic communities and the African Union Commission.
2. Enforcement. Persistent route denials, discriminatory treatment and regulatory barriers continue despite formal agreements. Credible, predictable enforcement is essential to give airlines confidence to invest and expand.
3. Dispute settlement. SAATM’s dispute mechanism should be strengthened to adjudicate disagreements between states or regulators swiftly and authoritatively. Effective resolution builds investor confidence and ensures rules are applied consistently, even during political or economic stress.

External shocks often tempt governments to protect national carriers, but predictable, rules-based markets are the bedrock of a resilient aviation system. Europe’s experience shows that liberalisation paired with strong institutions—capable of interpreting rules consistently and resolving disputes—delivers durable benefits.

The way forward

Africa can turn vulnerability into strength by doing four things: fully implementing liberalisation commitments; empowering AFCAC to coordinate, monitor and enforce; investing in modern, efficient hubs and air traffic systems; and simplifying travel through smarter visa policies. The payoff would be faster, more affordable intra-African travel; more reliable cargo links for exporters; and a network less exposed to disruptions beyond the continent’s control.

Direct intra-African connectivity is not just an aviation goal—it is an economic imperative. Building a truly single African air market will lower costs, deepen trade and tourism, and make the continent’s skies more resilient the next time global turbulence hits.