AFRICAN AVIATION: Africa’s air travel relies on distant hubs: It’s time to fix this

Decades of colonial routing leave Africa reliant on Dubai, Doha and Istanbul; investing in Addis, Nairobi and Cairo hubs and enforcing the Single African Air Transport Market will strengthen the continent’s aviation resilience.

When conflict erupted in the Middle East in 2026, the consequences were felt far beyond the region. One was the disruption to Gulf airspace . The ripple effects hit the global aviation network, including Africa.

Airlines have been forced to reroute flights, and there’s been a spike in operating costs, delayed cargo and disrupted passenger travel. For Africa, the crisis has exposed a weakness that has existed for decades: dependence on external transit hubs for international and even intra-African connectivity.

For many African travellers, reaching another African destination often requires going through Dubai, Doha, Abu Dhabi or Istanbul, or Europe.

The recent disruptions show the risks of relying too heavily on infrastructure beyond the continent’s control. Direct intra-African connectivity would improve efficiency and the resilience of the continent’s aviation system.

Africa’s external aviation dependence has historical roots. Colonial air networks were designed to connect African territories with European capitals rather than with one another. After independence, states established national flag carriers. But commercial agreements and international routes remained oriented towards former colonial powers .

My work as an aviation law researcher examines African air transport liberalisation, regional integration and the legal frameworks governing how airlines access markets. My research has highlighted a persistent contradiction: Africa has enormous aviation potential, yet fragmented markets and weak intra-African connectivity. This leaves it dependent on foreign airlines and external hubs.

The African Airlines Association estimates that non-African carriers still operate almost 70% of Africa’s intercontinental capacity. This means that disruptions thousands of kilometres away can quickly become crises for African connectivity, trade and costs.

The Gulf crisis is a wake-up call. Every rerouted flight, delayed shipment and increased fuel bill illustrates the costs of fragmented markets and weak institutional coordination.

Africa’s aviation resilience will depend on building airports or expanding airline fleets, and on strengthening the institutions that govern the sector.

The costs of an unstable Gulf region are immediate. Airlines are forced on to longer routes, consuming more fuel and increasing crew costs. Insurance premiums rise as flights operate closer to conflict zones. Aircraft use declines, causing delays across entire networks.

The timing could hardly be worse. African airlines already have some of the world’s highest operating costs. Aviation fuel accounts for between 30% and 40% of costs . It is more expensive at many African airports than at major hubs in Europe or the Middle East. This is due to import dependence, taxes, fragmented supply chains and limited refining capacity.

Higher fuel prices affect all airlines operating from those airports.