Aviation, Africa’s Awakening
If there is one continent that truly needs air transport, it is Africa. The distances to be covered are long, and ground infrastructure is relatively weak and often in poor condition. An additional factor is security, as the continent is still affected by numerous internal conflicts. I would also add that Africa’s growth rate is among the highest in the world and that its very young population is eager for progress. In short, everything is coming together to give air travel a place like no other in the world.
And yet, this sector is still far from maturity. There are many reasons for this. First, there is the resistance of states to opening their airspace in order to protect their national airlines. Signed conventions have often not been respected, despite the triumphant declarations that marked the end of official meetings. Secondly, there is a flagrant lack of capital. Air transport requires significant equity investment, and states, most of which own their national carriers, are often reluctant to finance fleet renewal. We must also mention the corruption that persists in many countries, which limits the proper allocation of financial resources.
It must be acknowledged that until recently, there have been more failures than successes. Major companies have disappeared, in particular Air Afrique, the first multinational airline on the continent, which could not resist the political interference and privileges granted to officials of its member states. South African Airways, the major operator in southern Africa, had to file for bankruptcy before painfully rebuilding itself. Tunisair is struggling to regain stability, as it has been managed by leaders appointed by political authorities without proven competence. Many operators simply disappeared, although some were later rebuilt, including Air Mali, Air Gabon, Air Senegal and Air Seychelles, to name but a few. It is a sobering picture, and yet…
However, African air transport is recovering, and not just marginally. A few leaders are driving this development. Foremost among them is Ethiopian Airlines. Founded in 1945 and initially built with the support of the American carrier TWA to international standards, it has consistently maintained its independence regardless of Ethiopia’s political changes, although it remains entirely state owned. Remarkably managed over the years by successive presidents, it has built a powerful operational platform based on a hub strategy. Today, it is the leading carrier on the continent, expanding not only through its own operations but also by developing a network of subsidiaries, of which the Togolese carrier Asky Airlines is a prominent example.
Others are also waking up, and quite strongly. This is the case for Royal Air Maroc. The airline was initially hit hard by fierce competition after the country signed an Open Skies agreement with Europe, which triggered a surge of European low cost carriers. In response, it created a hub between Europe and Africa in Casablanca and, after a difficult period of adaptation, this strategy is now proving successful. So much so that it has significantly strengthened its fleet, which now totals 67 aircraft, and is showing serious ambitions in the South Atlantic market.
For its part, Egyptair is renewing its fleet. The oldest African airline, founded in 1932, has placed orders for 33 new aircraft. It is still somewhat constrained in attracting certain European markets due to its ban on alcohol on board, but circumstances can evolve quickly. Even Kenya Airways, long underperforming, is in the process of recovery, having posted a profit of 42 million dollars, something that had not happened for years. Air Algérie is likewise engaged in renewing its fleet.
We are also seeing newcomers such as Rwandair emerge. This central African operator does not conceal its ambitions. After developing a medium haul network from its base in Kigali, it is now expanding its operations to Europe with high capacity aircraft.
Governments increasingly seem to understand what air transport can contribute to their economies. The liberalization of African skies is underway. It will take time, but progress appears inevitable. Infrastructure development remains essential. Ethiopia has committed to building a new world class airport, and Rwanda’s new airport is expected to be operational in 2028. Of course, many existing airports still require improvement, particularly Casablanca, which is approaching saturation, but the momentum is now clear. The growth of African air transport will be a major driver of the continent’s development.
