Why Africa’s 18% of the World’s People Only Fly 2% of Global Routes

Africa’s air travel paradox: 18% of the world’s people, 2% of global flights

As the sun rises over Lagos, Nairobi, or Accra, airports across Africa hum with activity—passengers clutching boarding passes, cargo handlers moving goods, and ground crews preparing aircraft for departure. Yet, despite Africa’s 1.4 billion people making up nearly 18% of the global population, the continent accounts for just 2% of global air traffic. This glaring gap isn’t just a statistic; it’s a reflection of deeper structural challenges that have kept African skies underutilised for decades. A new report by the Atlantic Council, released in August 2026, shines a spotlight on this Africa air travel gap, revealing why the continent remains one of the least connected in the world—and what it will take to change that.

The report, titled “Unlocking Africa’s Skies: The Case for Air Transport Transformation”, highlights that while other regions have seen air travel grow in tandem with economic development, Africa’s aviation sector has lagged behind. The reasons are complex: from high operational costs and regulatory hurdles to limited infrastructure and the lingering effects of historical underinvestment. For a continent that is urbanising rapidly and home to some of the world’s fastest-growing economies, this underperformance in air connectivity is more than an inconvenience—it’s a barrier to trade, tourism, and economic integration.

For Nigerian travellers, Ghanaian business owners, or Kenyan exporters, the implications are immediate. Longer routes, higher fares, and fewer direct flights mean more time spent in transit and less money in the pockets of local economies. The Atlantic Council’s findings suggest that closing this Africa air travel gap isn’t just about building more airports—it’s about rethinking the entire ecosystem of air travel on the continent.

How Africa’s population and economy compare to its air travel share

Africa is home to some of the world’s most dynamic economies, including Nigeria, Egypt, and Kenya, which have seen GDP growth rates outpace global averages in recent years. Yet, when it comes to air travel, the continent punches far below its weight. According to the Atlantic Council report, Africa’s share of global air traffic has remained stubbornly low—hovering around 2%—despite contributing 18% to the world’s population. This disparity is even more striking when compared to other regions:

• Europe and North America: These regions, which together make up about 12% of the global population, account for over 60% of global air traffic. Their well-developed aviation networks, with multiple hubs and extensive route networks, make air travel accessible and affordable.
• Asia-Pacific: Home to 60% of the world’s population, this region contributes nearly 30% of global air traffic. Rapid urbanisation, strong airline competition, and government-backed infrastructure projects have driven this growth.
• Africa: With 18% of the world’s people, Africa’s air traffic share is a fraction of what it should be. Even Latin America, with just 9% of the global population, accounts for 7% of air traffic—more than three times Africa’s share.

The report attributes this gap to several structural issues. High fuel costs, driven by taxes and inefficient supply chains, make flying more expensive in Africa than in most other regions. Limited competition among airlines, due to restrictive bilateral air service agreements, keeps fares artificially high. And while some African countries have made strides in improving their aviation infrastructure—such as Ethiopia’s Addis Ababa Bole International Airport or Morocco’s Casablanca Mohammed V International Airport—many others still struggle with outdated facilities and inadequate runway capacity.

For Nigerian travellers, this means that a flight from Lagos to London or New York often costs more than a flight from London to New York, despite the shorter distance. It also means that intra-African travel, which could boost trade and tourism, remains prohibitively expensive for many. The Atlantic Council’s report suggests that addressing these issues could unlock billions in economic potential for the continent.

The economic cost of being disconnected

The Africa air travel gap isn’t just a travel inconvenience—it’s an economic drag. Studies have shown that air connectivity is directly linked to economic growth, foreign direct investment (FDI), and job creation. For Africa, the costs of poor air connectivity are already visible:

• Trade barriers: African countries trade far more with Europe and Asia than they do with each other. High air freight costs and limited passenger flights make it difficult for businesses to move goods quickly or for entrepreneurs to attend meetings across the continent.
• Tourism losses: Africa is home to some of the world’s most iconic destinations—from the Serengeti in Tanzania to the pyramids of Egypt—but poor air connectivity limits tourist arrivals. Many travellers opt to fly into Europe or the Middle East before connecting to African destinations, sapping potential revenue from local economies.
• Investment deterrents: Multinational companies and investors often cite poor infrastructure, including air travel, as a reason to avoid setting up operations in Africa. This limits job creation and economic diversification in countries that need it most.

The Atlantic Council report estimates that improving air connectivity in Africa could add up to $40 billion annually to the continent’s GDP by 2030. This isn’t just about building more runways—it’s about creating a competitive, efficient, and integrated aviation market. The report points to the Single African Air Transport Market (SAATM), launched by the African Union in 2018, as a potential game-changer. SAATM aims to liberalise air transport across the continent, allowing airlines to operate freely between African countries without the restrictions of bilateral agreements. So far, 37 African countries have signed up, but implementation has been slow.

For Nigeria, which has one of the largest economies in Africa, improving air connectivity could have outsized benefits. The country’s aviation sector is already a major employer, with airlines like Air Peace and Asky Airlines expanding their networks. But high operating costs, including fuel taxes and multiple taxes imposed by state governments, continue to stifle growth. The federal government has taken steps to address these issues, such as the recent reduction in the aviation fuel tax, but more needs to be done to make Nigeria—and Africa—a competitive player in global aviation.

Regulatory hurdles: Why African skies are still fragmented

One of the biggest obstacles to closing the Africa air travel gap is the continent’s fragmented regulatory environment. Unlike in Europe or the US, where airlines can operate freely across borders, African airlines often face a web of bilateral agreements that limit competition and keep fares high. These agreements, known as Air Service Agreements (ASAs), are typically negotiated between two countries and specify how many flights, airlines, and passengers can operate between them. While ASAs are common globally, they are particularly restrictive in Africa, where many countries prioritise protecting their national carriers over fostering competition.

The Atlantic Council report highlights that only a handful of African countries have fully liberalised their air transport markets. Most still maintain strict controls on foreign airlines, limiting their ability to operate domestic routes or expand their networks. This creates a vicious cycle: airlines in smaller markets struggle to compete, so they push for protectionist policies, which in turn stifle competition and keep fares high.

Another major issue is the lack of harmonisation in aviation regulations. Safety standards, licensing requirements, and air traffic control systems vary widely across the continent, making it difficult for airlines to operate seamlessly. The African Civil Aviation Commission (AFCAC), an arm of the African Union, has been working to standardise these regulations, but progress has been slow. For example, while most African countries have adopted the International Civil Aviation Organisation (ICAO) safety standards, enforcement remains inconsistent. This has led to bans on some African airlines from flying to Europe and other regions, further limiting the continent’s connectivity.

For Nigerian airlines, which are increasingly looking to expand across Africa and beyond, these regulatory hurdles are a major challenge. Airlines like Air Peace have had to navigate complex visa requirements, slot restrictions, and high fees in countries like South Africa and Kenya. The Atlantic Council report argues that a more unified approach to aviation regulation—similar to the European Union’s Single European Sky—could help Africa unlock its aviation potential. But achieving this will require political will and cooperation at the highest levels.

The infrastructure deficit: Why Africa’s airports can’t keep up

Even when regulatory barriers are addressed, Africa’s aviation infrastructure remains a major bottleneck. Many of the continent’s airports were built in the mid-20th century and have struggled to keep up with the demands of a growing population and economy. The Atlantic Council report identifies several key infrastructure challenges:

• Outdated terminals: In many African airports, terminals are overcrowded, outdated, and lack modern amenities. This leads to long queues, delays, and a poor passenger experience. For example, Lagos’ Murtala Muhammed International Airport, one of Nigeria’s busiest, has struggled with congestion for years, despite recent expansions.
• Limited runway capacity: Some of Africa’s busiest airports, such as Johannesburg’s OR Tambo International Airport or Cairo International Airport, operate at or near capacity. This limits the number of flights that can be accommodated, driving up costs for airlines and passengers alike.
• Poor cargo infrastructure: Africa’s air cargo sector is underdeveloped, with many airports lacking the facilities to handle perishable goods or high-value exports. This limits the continent’s ability to participate in global supply chains.
• Inadequate ground handling services: Efficient ground handling—such as baggage loading, refuelling, and aircraft maintenance—is critical to keeping flights on schedule. In many African airports, these services are slow, expensive, or unreliable.

The report highlights some success stories. Ethiopia’s Bole International Airport, for example, has become a regional hub, handling over 15 million passengers annually and serving as a gateway for African travellers connecting to Asia and Europe. Similarly, Morocco’s Mohammed V International Airport in Casablanca has positioned itself as a major transit point for flights between Africa, Europe, and the Americas. These airports demonstrate what is possible when governments invest in infrastructure and adopt modern management practices.

For Nigeria, improving airport infrastructure is a top priority. The federal government has embarked on a series of upgrades, including the ongoing expansion of the Nnamdi Azikiwe International Airport in Abuja and the Murtala Muhammed International Airport in Lagos. Private sector participation, such as the concession of terminals to companies like Bi-Courtney Aviation Services Limited, has also helped improve efficiency. However, experts argue that more needs to be done to modernise Nigeria’s airports and bring them up to global standards. This includes investing in automated systems for check-in, security, and baggage handling, as well as expanding runway capacity to accommodate more flights.

High costs and inefficiencies: Why flying in Africa is so expensive

Ask any frequent flyer in Africa, and they’ll tell you the same thing: air travel is expensive. A one-way ticket from Lagos to Accra can cost as much as a round-trip ticket from Lagos to London. A bag of cement that costs $5 in Nigeria might cost $20 to fly to a neighbouring country. These high costs aren’t just a result of the Africa air travel gap—they’re also a symptom of inefficiencies in the aviation value chain. The Atlantic Council report breaks down the key drivers of high costs in African aviation:

• Fuel costs: Aviation fuel in Africa is often more expensive than in other regions due to high taxes, inefficient supply chains, and reliance on imported fuel. In Nigeria, for example, the aviation fuel tax was reduced in 2025, but it remains higher than in many other countries. This makes operating costs for airlines prohibitively high, leading to higher fares for passengers.
• Taxes and fees: African airlines face a maze of taxes and fees imposed by governments at the federal, state, and local levels. These include landing fees, passenger service charges, and fuel surcharges. In some countries, airlines are also required to pay bribes or informal fees to access certain services, further driving up costs.
• Inefficient supply chains: Many African airports rely on outdated supply chains for aviation fuel, spare parts, and other essentials. This leads to delays, shortages, and higher prices. For example, airlines operating in East Africa often have to import spare parts from Europe or Asia, adding weeks to repair times and increasing costs.
• Limited competition: As mentioned earlier, restrictive bilateral agreements limit competition among African airlines. This lack of competition means that airlines can charge higher fares without fear of losing customers to rivals. It also discourages new entrants into the market, further stifling competition.

The report cites Nigeria as a case study in how high costs can stifle growth. Despite having one of the largest economies in Africa and a growing middle class, Nigeria’s aviation sector remains hamstrung by high operating costs. Airlines like Air Peace and United Nigeria Airlines have expanded their networks in recent years, but they still face challenges such as high fuel prices, multiple taxes, and limited access to financing. The federal government has taken steps to address these issues, such as the reduction in the aviation fuel tax and the establishment of a national carrier, Nigeria Air. However, the success of these initiatives will depend on sustained political will and private sector investment.

For African travellers, the high cost of air travel has real-world consequences. It limits access to education, healthcare, and economic opportunities, particularly for low-income earners. It also discourages tourism, which is a major source of revenue for many African countries. The Atlantic Council report argues that reducing these costs—through tax reforms, infrastructure investments, and regulatory reforms—could unlock millions of new passengers and drive economic growth.

What’s being done to close the Africa air travel gap?

The Atlantic Council’s report is not all doom and gloom. It also highlights several initiatives and reforms that could help close the Africa air travel gap in the coming years. These include:

1. The Single African Air Transport Market (SAATM)

The Single African Air Transport Market (SAATM), launched by the African Union in 2018, is a bold initiative to liberalise air transport across the continent. The goal is to create a single, unified air transport market similar to the European Union’s Single European Sky. Under SAATM, airlines would be able to operate freely between African countries without the restrictions of bilateral agreements. This would increase competition, drive down fares, and expand route networks.

So far, 37 African countries have signed up to SAATM, including Nigeria, South Africa, and Kenya. However, implementation has been slow. Many countries have been reluctant to open their markets fully, fearing competition from larger airlines. The Atlantic Council report calls for greater political commitment to SAATM, including the establishment of a regional regulator to oversee implementation and resolve disputes.

For Nigerian airlines, SAATM presents an opportunity to expand their networks across Africa. Airlines like Air Peace have already begun to take advantage of the initiative, launching new routes to countries like South Africa, Ghana, and the Gambia. But to fully realise the benefits of SAATM, Nigeria and other African countries will need to address regulatory hurdles, invest in infrastructure, and foster a culture of competition.

2. Public-private partnerships in airport development

Many African countries are turning to public-private partnerships (PPPs) to finance and manage airport infrastructure. This approach leverages private sector expertise and capital to improve efficiency and service quality. For example, in Nigeria, the federal government has concessioned terminals at major airports to private companies like Bi-Courtney Aviation Services Limited and Federal Airports Authority of Nigeria (FAAN) in partnership with private investors. These concessions have led to improvements in terminal facilities, customer service, and revenue generation.

The Atlantic Council report highlights several successful PPPs across Africa, including the expansion of the Kotoka International Airport in Accra, Ghana, and the development of the new terminal at the Douala International Airport in Cameroon. These projects demonstrate that PPPs can deliver world-class infrastructure while reducing the burden on government budgets. However, the report also warns that PPPs must be carefully structured to ensure transparency, accountability, and value for money.

For Nigeria, PPPs could be a game-changer in addressing its airport infrastructure deficit. The federal government has already embarked on several PPP projects, including the ongoing expansion of the Nnamdi Azikiwe International Airport in Abuja. But more needs to be done to attract private investment, particularly in secondary airports and cargo infrastructure. Experts argue that Nigeria could learn from countries like Ethiopia and Morocco, which have successfully used PPPs to develop world-class airports.

3. Regional hubs and airline consolidation

Another strategy to close the Africa air travel gap is the development of regional hubs and airline consolidation. Regional hubs, such as Ethiopia’s Bole International Airport or Morocco’s Mohammed V International Airport, serve as gateways for passengers connecting between Africa and other regions. These hubs attract airlines, boost tourism, and stimulate economic growth. The Atlantic Council report argues that Africa needs more such hubs, particularly in West and Central Africa, where connectivity is currently poor.

Airlines are also exploring consolidation to improve efficiency and competitiveness. In 2025, Ethiopian Airlines, Africa’s largest carrier, announced plans to acquire a majority stake in Zambia’s national carrier, Proflight Zambia. This follows similar moves by other African airlines, such as South African Airways’ partnership with Kenya Airways. Consolidation can help airlines achieve economies of scale, reduce costs, and expand their networks. However, it also raises concerns about monopolies and reduced competition.

For Nigeria, the development of regional hubs could position the country as a gateway to West Africa. Lagos, with its large population and economic importance, is already a major transit point for flights to Europe and the Americas. But to become a true hub, Nigeria will need to improve its airport infrastructure, reduce operating costs, and foster a competitive airline industry. The federal government’s plan to establish a national carrier, Nigeria Air, could be a step in this direction, provided it is implemented effectively and transparently.

4. Technological innovation and digitalisation

Technology is playing an increasingly important role in addressing the Africa air travel gap. Digitalisation can improve efficiency, reduce costs, and enhance the passenger experience. The Atlantic Council report highlights several technological innovations that are transforming African aviation:

• E-ticketing and mobile check-in: Many African airlines are adopting e-ticketing and mobile check-in systems to reduce queues and improve convenience. For example, Air Peace and Asky Airlines now offer mobile apps that allow passengers to check in, select seats, and receive real-time flight updates.
• Automated baggage handling: Some African airports, such as the Kotoka International Airport in Accra, have invested in automated baggage handling systems to reduce delays and lost luggage. These systems use barcodes and RFID technology to track baggage in real time.
• Blockchain for aviation: Blockchain technology is being explored to improve transparency and reduce fraud in aviation transactions, such as fuel purchases and spare parts procurement. For example, the African Development Bank has partnered with blockchain startups to pilot digital identity solutions for passengers and crew.
• Drones and air cargo: Drones are being used to deliver medical supplies and other essentials to remote areas, bypassing poor road infrastructure. In Rwanda, for example, drones are used to deliver blood and vaccines to hospitals in rural areas. This technology could also be applied to air cargo, improving connectivity and reducing costs.

For Nigerian airlines and airports, embracing technology could be a game-changer. Digitalisation can reduce operational costs, improve customer service, and attract more passengers. However, the report warns that Africa must invest in digital infrastructure, such as high-speed internet and cybersecurity, to fully realise the benefits of these innovations.

What African governments and airlines can do next

The Atlantic Council’s report is a wake-up call for African governments, airlines, and investors. Closing the Africa air travel gap will require a concerted effort across multiple fronts. Here’s what needs to be done:

1. Reform regulatory frameworks

Africa’s aviation sector is hamstrung by outdated and restrictive regulations. To address this, governments must:

• Fully implement SAATM: All African countries must commit to SAATM and remove barriers to competition. This includes liberalising bilateral air service agreements and allowing foreign airlines to operate domestic routes.
• Harmonise safety and security standards: African governments must work together to enforce ICAO safety standards and streamline security procedures. This will reduce the risk of bans on African airlines and improve passenger confidence.
• Reduce taxes and fees: High taxes and fees are a major driver of high airfares in Africa. Governments must reduce or eliminate unnecessary taxes, such as the aviation fuel tax, and cap passenger service charges.

2. Invest in infrastructure

Improving airport infrastructure is critical to closing the Africa air travel gap. Governments and private investors must:

• Expand and modernise airports: This includes building new terminals, expanding runways, and investing in automated systems for check-in, security, and baggage handling.
• Develop regional hubs: Africa needs more regional hubs to improve connectivity. Countries like Nigeria, Ghana, and Kenya should invest in their airports to position themselves as gateways to their respective regions.
• Improve air cargo infrastructure: Air cargo is a major source of revenue for airports and airlines. Governments must invest in cargo terminals, cold storage facilities, and customs clearance processes to facilitate trade.

3. Foster airline competition and consolidation

Africa’s airline industry is fragmented and dominated by a few large carriers. To improve efficiency and reduce fares, governments and investors must:

• Encourage consolidation: Airlines should explore partnerships and mergers to achieve economies of scale. This could include the establishment of a pan-African airline or regional alliances.
• Support new entrants: Governments should create an enabling environment for new airlines to enter the market. This includes reducing barriers to entry, providing access to financing, and offering incentives for innovation.
• Promote competition: Restrictive bilateral agreements must be reformed to allow more competition. Governments should also encourage the entry of low-cost carriers, which have driven down fares in other regions.

4. Leverage technology and innovation

Technology can help African aviation leapfrog traditional challenges. Governments and airlines should:

• Adopt digital solutions: This includes e-ticketing, mobile check-in, automated baggage handling, and blockchain for transparency. Airlines should also invest in data analytics to improve route planning and customer service.
• Explore alternative fuels: Aviation fuel is a major cost for airlines. Governments and airlines should explore the use of sustainable aviation fuels (SAFs) and other alternative fuels to reduce costs and environmental impact.
• Invest in drone technology: Drones can improve connectivity in remote areas and reduce the cost of air cargo. Governments should create regulatory frameworks to support the safe and efficient use of drones.

5. Strengthen public-private partnerships

PPPs can help African countries address their infrastructure deficits without overburdening government budgets. To make PPPs successful, governments must:

• Create an enabling environment: This includes clear regulations, transparent procurement processes, and strong legal frameworks to protect investors.
• Encourage private sector participation: Governments should offer incentives for private companies to invest in airport infrastructure, such as tax breaks, long-term concessions, and revenue-sharing agreements.
• Promote local content: PPPs should include provisions for local job creation, skills development, and the use of local suppliers and contractors.

FAQ: Your questions about Africa’s air travel gap answered

1. Why does Africa account for only 2% of global air traffic despite having 18% of the world’s population?

The Africa air travel gap is the result of several structural challenges, including high operating costs, restrictive regulations, limited infrastructure, and historical underinvestment. High fuel prices, multiple taxes, and outdated bilateral air service agreements keep fares artificially high, while poor airport infrastructure and fragmented regulations limit connectivity. The Atlantic Council’s 2026 report highlights these issues as the primary reasons for Africa’s low share of global air traffic.

2. What is the Single African Air Transport Market (SAATM), and how will it help close the air travel gap?

The Single African Air Transport Market (SAATM) is an initiative by the African Union to liberalise air transport across the continent. It aims to create a single, unified air transport market similar to the European Union’s Single European Sky, allowing airlines to operate freely between African countries without restrictive bilateral agreements. SAATM could drive down fares, increase competition, and expand route networks. However, implementation has been slow, with only 37 African countries signing up so far. Greater political commitment is needed to fully realise the benefits of SAATM.

3. How can African governments reduce the cost of air travel for passengers?

African governments can reduce the cost of air travel by reforming regulations, reducing taxes and fees, and investing in infrastructure. Key steps include:

• Fully implementing SAATM to increase competition and drive down fares.
• Reducing or eliminating unnecessary taxes, such as the aviation fuel tax and passenger service charges.
• Investing in airport infrastructure to improve efficiency and reduce operating costs.
• Encouraging the entry of low-cost carriers to stimulate competition.
• Promoting public-private partnerships to finance and manage airport upgrades.

4. Which African countries are leading the way in improving air connectivity?

Several African countries are making progress in improving air connectivity, including:

• Ethiopia: Ethiopia’s Bole International Airport is a regional hub, serving over 15 million passengers annually and connecting Africa to Asia and Europe. Ethiopian Airlines, the continent’s largest carrier, has played a key role in driving this growth.
• Morocco: Morocco’s Mohammed V International Airport in Casablanca is a major transit point for flights between Africa, Europe, and the Americas. The country has also invested in modernising its airports and promoting tourism.
• South Africa: South Africa has one of the most developed aviation sectors in Africa, with Johannesburg’s OR Tambo International Airport serving as a major hub. The country has also liberalised its air transport market and encouraged competition.
• Rwanda: Rwanda has invested in modernising its airports and promoting Kigali as a regional hub. The country has also embraced technology, such as drones for medical deliveries, to improve connectivity in remote areas.
• Nigeria: Nigeria is making strides in improving its aviation sector, with ongoing upgrades to major airports like Murtala Muhammed International Airport in Lagos and Nnamdi Azikiwe International Airport in Abuja. The federal government has also reduced the aviation fuel tax and is working to establish a national carrier, Nigeria Air.

5. What role can technology play in closing the Africa air travel gap?

Technology can help African aviation leapfrog traditional challenges by improving efficiency, reducing costs, and enhancing the passenger experience. Key technological innovations include:

• E-ticketing and mobile check-in: These systems reduce queues and improve convenience for passengers.
• Automated baggage handling: Systems using barcodes and RFID technology reduce delays and lost luggage.
• Blockchain: Blockchain technology can improve transparency and reduce fraud in aviation transactions, such as fuel purchases and spare parts procurement.
• Drones: Drones can deliver medical supplies and other essentials to remote areas, bypassing poor road infrastructure. They can also be used to improve air cargo connectivity.
• Data analytics: Airlines can use data analytics to improve route planning, customer service, and operational efficiency.

For African governments and airlines, investing in digital infrastructure and adopting these technologies could be a game-changer in closing the Africa air travel gap.

The road ahead: Can Africa close the air travel gap by 2030?

The Atlantic Council’s report paints a sobering picture of Africa’s aviation sector, but it also offers a roadmap for change. Closing the Africa air travel gap will not be easy or quick, but it is possible. The continent has the population, the economic potential, and the ambition to become a major player in global aviation. What it needs now is political will, investment, and cooperation.

For Nigerian travellers, business owners, and policymakers, the stakes are high. Improving air connectivity could unlock billions in economic potential, create jobs, and position Nigeria as a gateway to West Africa. It could also make travel more affordable and accessible for millions of Africans, fostering greater integration and cultural exchange.

The good news is that there are already signs of progress. Countries like Ethiopia, Morocco, and Rwanda are leading the way with modern airports, competitive airlines, and ambitious infrastructure projects. Nigeria, too, is making strides, with ongoing upgrades to its airports and reforms to its aviation sector. The federal government’s plan to establish a national carrier, Nigeria Air, could be a step in the right direction, provided it is implemented effectively.

But progress will require more than just infrastructure and regulation. It will require a shift in mindset—a recognition that air travel is not a luxury but a necessity for economic growth and development. It will require governments to prioritise aviation as a key driver of trade, tourism, and investment. And it will require airlines to embrace competition, innovation, and customer-centricity.

As the Atlantic Council’s report makes clear, the Africa air travel gap is not just an aviation issue—it’s an economic and social one. Closing it will take time, effort, and collaboration. But for a continent that is home to 1.4 billion people and some of the world’s fastest-growing economies, the rewards will be well worth it. The skies over Africa are vast and full of potential. It’s time to unlock them.

Source: Nairametrics, August 27, 2026

Editor’s note: This article is based on the Atlantic Council’s 2026 report on Africa’s air travel gap. While the report provides valuable insights, the views expressed in this article are those of the author and do not necessarily reflect the views of the Atlantic Council or Nairametrics.

Related Reading

• Nigerian Students: Here’s How to Win ₦100 Million in FG’s New Research Prize
• Owala’s 2026 Fall Colors Are Here — Cozy Tones to Refresh Your Hydration Routine
• Russian Chess Official Dies at 36 After Nigeria Trip: Malaria Suspected