By Marie-Noelle NWOKOLO
Flying from Accra to Cotonou should be easy. The cities are less than an hour apart by air and a mere 340 kilometres by road, ideally taking only about six hours (but is done in eight due to cumbersome border procedures).
Yet a return flight, depending on which days you choose to fly, costs anywhere between US$ 700 – 1,300 (GHS 10,780 – 20,000). Essentially, Ghanaians earning the national GDP per capita ($2,500) would spend nearly half their annual income on a short-haul regional trip.
Meanwhile, for the same price, a traveller could fly a round trip to Europe, crossing oceans and continents. To further put this into perspective, a direct Berlin-Istanbul flight (under three hours) is around $200, while Kinshasa-Lagos, a similar distance, costs $500-$850, often with absurd layovers and a journey time of up to 20 hours.
Similarly, flying from Madrid to Rome, a distance of 1,900 kilometres, can cost as little as $45 on a low-cost carrier. Ryanair, too, offers flights from London to various European cities for less than $30.
In regions like Europe and Southeast Asia, flying short distances is commonplace, even for middle- and lower-income populations. This stark contrast highlights how Africa’s aviation sector lags in affordability and accessibility, operating in a silo, disconnected from the efficiencies and competitiveness seen elsewhere. The resulting exorbitant costs of air travel thus prevent small traders, young professionals, and even tourists from taking advantage of air travel.
This crisis is more than an inconvenience; it’s a political and economic tragedy. It undermines free movement, trade, and capital – pillars of the African Continental Free Trade Area (AfCFTA).
At its root is Africa’s failure to fully implement the Yamoussoukro Decision (YD), a 1999 agreement in which African countries committed to opening their skies to each other. The goal was clear: allow airlines from one African nation to freely operate in another, fostering competition, lowering ticket prices, and improving connectivity. In theory, this would have created a more integrated and accessible aviation market, much like in Europe today.
The Single African Air Transport Market (SAATM) was launched in 2018 to operationalize YD. Yet, over two decades later, progress remains sluggish. Many governments protect struggling national carriers and maintain rigid control over airspace, undermining the very agreements they once signed. The result? Limited routes, overpriced tickets, and the absurdity of being rerouted through Paris or Dubai to reach a neighbouring capital.
The economic impact of restrictive policies is staggering. A 2021 African Union study found that out of 1,431 country pairs in Africa, only 19% had direct air service (operating at least once weekly).
The International Air Transport Association (IATA) estimates that if just 12 key African countries improved connectivity, they could create 155,000 jobs and boost GDP by over $1.3 billion. Research commissioned by the African Union Commission (AUC) estimates that if the seven East African Community (EAC) fully adopted SAATM, it could add 2.8 million passengers annually, generate $267 million in fare savings, and contribute $590.9 million to GDP.
A web of factors inflates Africa’s airfares. Limited competition, high landing and navigation fees, and inflated fuel costs (often above global averages) all contribute. Airlines pass these costs down to consumers, making air travel prohibitively expensive. Furthermore, Africa’s aviation policies remain fragmented. Of the 37 countries that signed on to SAATM, less than half have implemented it. Even Kenya, aiming to be a regional hub, has yet to align its national laws with the treaty.
Excess taxation is also a critical factor in the high prices of air tickets. On average, taxes and fees per ticket in Africa are $64, compared to $30 in Europe and $29.65 in the Middle East. West Africa fares worst, with an average ticket tax and fees of $94. Even then, instead of investing in aviation infrastructure, many governments redirect these funds elsewhere, perpetuating high costs and subpar service.
And then there’s the accountability issue. Many government officials don’t personally book or pay for flights. When secretaries handle travel and are invoiced to organizations, decision-makers are insulated from the actual cost of their own policies. If you never feel the pinch, why lose sleep over it?
IATA’s most recent economic analysis reveals that while global airline profitability has recovered post-pandemic, African carriers are only marginally getting by. They made a $100 million profit in 2024, which translates into just 90 cents per passenger – well below the global average of $6.14. This industry-wide profitability, tiny as it is, stems largely from fragmented markets and low load factors on intra-African routes, directly resulting from the restrictive regulatory environment.
The Case of Togo: A Lone example amidst regional inertia
Togo stands out as one of the few African nations actively implementing the Single African Air Transport Market (SAATM). By revising its Bilateral Air Service Agreements (BASAs), it has eliminated restrictions on foreign airlines, positioning Lomé as a regional hub through ASKY Airlines.
This strategic positioning has not only improved intra-African connectivity but has also stimulated economic activities related to air transport. However, its impact is limited because many neighbouring states still refuse to reciprocate. SAATM needs critical mass – countries must harmonize regulations and remove excessive fees. Until then, regional airfares will remain sky-high, a situation as absurd as being rerouted through Paris to reach a neighbouring capital.
The path to affordable air travel in Africa is clear but requires bold leadership. Governments must fully commit to implementing SAATM and aligning national policies with regional frameworks to eliminate barriers. Taxation and fees must be rationalized to reduce costs for airlines and passengers alike. Encouraging private sector participation and fostering competition, too, can inject much-needed dynamism into the industry.
Moreover, air travel must be prioritized as a political objective. It is not a luxury but a foundational component of Africa’s economic growth. The inability to move easily and quickly across borders is a glaring contradiction for a continent brimming with potential. The sky shouldn’t be the limit for Africa; it should be the bridge connecting its people, economies, and dreams.
The question then is not whether Africa can afford to fix its air travel crisis; it’s whether it can afford not to.
Marie-Noelle Nwokolo is a researcher and policy advisor focused on growth and economic development. She is an associate of the Brenthurst Foundation.
