Fragmented regulations, high taxes hinder African aviation growth – Kenya Airways

By Juliet ETEFE, Mombasa, Kenya Africa’s aviation sector continues to face structural constraints driven by fragmented regulatory frameworks, high taxation regimes and restrictive cross-border policies, undermining the continent’s aviation integration and economic connectivity. The Acting Group Managing Director and Chief Executive Officer of Kenya Airways, Capt. George Kamal, said the absence of harmonised aviation rules across African states, coupled with partially closed airspaces and restrictive bilateral air service agreements, remains a major barrier to developing a unified and competitive African aviation market. He made the remarks at the Kenya Airways 2026 Aviation Media Lab Workshop in Mombasa, where he called for stronger policy alignment under continental frameworks such as the Single African Air Transport Market (SAATM) to improve connectivity and reduce operational inefficiencies. “Africa’s passenger traffic is expected to double by 2040 if the right policy environment is created.

Initiatives like SAATM and the African Continental Free Trade Area are critical because Africa cannot develop if Africans cannot efficiently connect with each other,” he said. “I also believe the number of aircraft in Africa will increase to about 1,700 by 2040. If the right policy environment is created,” he added. Capt. Kamal stressed that Africa’s aviation challenges are largely policy-driven rather than demand-driven, noting that fragmented systems continue to suppress intra-African travel and limit airline expansion across the continent.

He called for stronger cooperation among African airlines and regulators, arguing that no single operator, airport or regulator can succeed in isolation. “We need to work together. One single airline cannot make it alone. One single airport cannot make it alone. One single regulator cannot make it alone,” he said.

Questioning regulatory barriers to labour mobility within the sector, he asked why aviation professionals often face additional certification requirements when moving across African countries, unlike in Europe where professionals can operate more seamlessly across jurisdictions. “Why should an engineer working somewhere in West Africa have to come to Kenya and sit another examination? In Europe, professionals move from one state to another,” he said. He noted that intra-African air connectivity remains disproportionately low compared with other global regions, constraining trade, tourism and regional integration under the African Continental Free Trade Area (AfCFTA). Industry data reflect the scale of the challenge.

The latest African Airlines Association (AFRAA) performance update shows African carriers hold only 36.3 per cent of intercontinental capacity serving the continent, compared with 63.7 per cent controlled by non-African airlines. Without a more liberalised air transport environment, he argued, Africa will struggle to fully realise the economic benefits of AfCFTA, particularly in services trade and mobility-dependent sectors. Capt. Kamal pointed to visa liberalisation as an example of how policy shifts can directly influence aviation demand, noting that easing restrictions between South Africa and Kenya led to increased flight frequencies by Kenya Airways. “When South Africa opened visas for Kenya, Kenya Airways started with four to five flights a day,” he said.

High taxes and rising operating costs Capt. Kamal also raised concerns over disparities in aviation taxation across African markets, warning that excessive ticket taxes in some jurisdictions are making intra-African travel more expensive than some long-haul international routes.

According to him, such cost structures weaken demand and erode airline competitiveness. He explained that fuel accounts for about 40 percent of airline operating costs, a figure he said could rise to between 50 and 60 percent depending on taxation and regulatory pressures. Capt. Kamal urged African governments to prioritise implementation of open skies under SAATM and deepen regulatory cooperation to improve efficiency in the aviation ecosystem.

He warned that continued isolationist approaches would limit growth, reduce efficiency and weaken Africa’s bargaining power in global aviation negotiations. Strategic infrastructure Supporting the call, Kenya Airways board Chairman, Kiprono Kittony said aviation should be treated as a strategic infrastructure pillar for economic integration rather than merely a standalone commercial sector. He reiterated that stronger coordination among African states would enhance connectivity, strengthen trade flows under AfCFTA and improve the continent’s global competitiveness. Economic catalyst Speaking on behalf of the Kenya Civil Aviation Authority, Salim A.

Bakari said aviation should be understood as a catalyst for economic growth, investment, tourism, cultural exchange and regional integration, not merely aircraft and airport operations. Mr. Bakari commended Kenya Airways for sustaining the Aviation Media Lab, describing it as a key platform for bridging the gap between aviation stakeholders and the media across Africa. Media urged to prioritise context Kenya Airways Head of Corporate Communications, Media and Public Relations, Henry Okatch, said the Media Lab was established to deepen journalists’ understanding of aviation and promote reporting grounded in context and accuracy.

He said aviation is a highly complex and cost-sensitive industry where inaccurate reporting can affect airline operations, investor sentiment and consumer confidence. “We are not trying to convince you to be positive about aviation, but really to build a narrative that is based on context,” he said. Mr. Okatch noted that misreporting in aviation has previously triggered passenger concerns and booking cancellations, underscoring the need for verification and context in reporting. He said the programme forms part of Kenya Airways’ broader capacity-building efforts to strengthen aviation journalism and storytelling across Africa.

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