The International Air Transport Association (IATA) has called on African governments to view aviation not as a source of tax revenue, but as a strategic engine of economic development. Safety, cost, visa policies, and sustainability will shape the continent’s aviation future.
The International Air Transport Association (IATA) has urged African governments to prioritise aviation as a strategic driver of economic and social development.
“IATA’s Regional Vice President for Africa and the Middle East, Kamil Alawadhi, said: “Aviation is economic infrastructure for Africa. Its value lies in the long-term benefits it delivers. An aviation strategy focused on safety, cost competitiveness, energy security/sustainability, and ease of doing business will create jobs, enable trade, support tourism, and advance regional integration. The prosperity it generates will allow governments to progress social and economic development in a far more lasting way than any taxes that could be collected from passengers.”
A Strategy for Aviation in Africa
At the Focus Africa Conference held in Addis Ababa, Ethiopia, IATA called on governments to pursue a comprehensive aviation strategy including the following elements:
1. Enhancing Safety
Africa has made significant progress in aviation safety. Between 2024 and 2025, the accident rate fell from 12.13 to 7.86 per million flights; however, this remains well above the global average of 1.32 and is the highest among all regions.
To further improve safety in Africa, IATA called on all parties under the IATA Collaborative Aviation Safety Improvement Program (CASIP) to mobilise resources in three areas:
Increasing the implementation of ICAO Standards and Recommended Practices (SARPs). Across 46 of the 48 countries in Sub-Saharan Africa, the average effective implementation rate stands at 60.34%, below the global average of 69.46% and the global target of 75%.
Publishing accident reports. Only 19% of accident reports were completed in the 2019–2023 period, far below the global average of 63%. Delayed, incomplete, or unpublished accident investigation reports prevent the use of valuable data that could enhance safety. This highlights the need for better compliance with state obligations under Annex 13 of the Chicago Convention.
Leveraging global safety audits. Wider use of IOSA, ISSA, and ISAGO can strengthen airline safety performance, support effective regulatory oversight, and promote a consistent, risk-based approach to operational safety.
2. Cost Competitiveness
The cost of aviation operations in Africa is high. One of the main reasons is the taxes and charges imposed by governments and infrastructure providers; this burden is approximately 15% higher than the global average. To address this issue, IATA called for:
Reversing the trend of increasing API-PNR charges. At USD 45 per one-way trip, Tanzania has the highest API PNR fee globally. Charges in Angola, the Democratic Republic of the Congo, Nigeria, Ghana, and Kenya are also above global norms. Generating revenue from these charges, in violation of ICAO SARPs, distorts ticket prices and weakens connectivity.
Implementing ECOWAS’s decision of December 2025 to abolish aviation taxes and reduce certain charges by 25%. Full and timely implementation of this decision at the national level is critical to maximising the benefits of cost reductions.
Maintaining residence-based corporate taxation for airlines. Source-based taxation proposals from African countries in UN tax discussions should be rejected. Due to the cross-border nature of aviation, residence-based taxation (tax paid where the headquarters is located) is the fairest and most efficient method. Source-based taxation would increase the risk of double taxation, as the “source” of a single ticket can span multiple countries.
3. Ease of Doing Business
Removing barriers that hinder business is essential for the development of aviation. IATA highlighted two key areas in particular:
Ensuring the smooth transfer of revenues in line with global standards. Although agreements and bilateral treaties guarantee airlines the right to repatriate their revenues, governments’ failure to comply with these obligations leads to blocked funds. As of the end of March 2026, African countries account for the largest share of globally blocked funds, totalling USD 774 million.
The highest amount of blocked funds is in Algeria at USD 258 million, followed by the XAF Zone (USD 105 million), Mozambique (USD 82 million), Eritrea (USD 78 million), and Angola (USD 73 million).
“Given the scale of blocked funds in Algeria, urgent and decisive government action is vital. However, our engagement with the Ministry of Trade and Export Promotion and the Central Bank has yielded limited results, and airlines continue to face delays despite meeting heavy obligations. In Algeria and all countries where airlines’ access to their revenues is restricted, governments must work with the industry to find a sustainable solution; otherwise, there will be serious consequences for connectivity,” said Alawadhi.
Reducing visa burdens. Nearly half of intra-African travel still requires a visa prior to departure. This limits regional mobility, tourism, and economic integration. Countries that have eased visa requirements have seen increased tourism flows, more resilient routes, and greater use of regional air transport.
4. Sustainability and Energy Security: Opportunities for Africa
Recent disruptions in global energy supply have highlighted the link between energy security and sustainability, particularly in the context of Sustainable Aviation Fuel (SAF) production. IATA noted that aligning Africa’s sustainability efforts with the global approach would provide significant benefits in terms of energy security, employment, and revenue:
Supporting CORSIA and providing Eligible Emissions Units (EEUs). CORSIA is the only globally agreed economic mechanism to manage aviation’s impact on climate change. The African continent has the potential to supply approximately 57.6 million EEUs to help airlines meet their obligations. This could represent a significant source of climate finance; however, only Tanzania, Malawi, Rwanda, Gambia, Sierra Leone, Madagascar, and Nigeria have so far taken initial steps to enter the market. IATA calls on all African governments to seize this potential under the Paris Agreement.
Encouraging SAF production. IATA’s Global Feedstock Assessment shows that Sub-Saharan Africa could supply up to 106 million tonnes of SAF feedstock annually by 2050, largely from agricultural residues, forestry waste, and municipal solid waste. This capacity could be supported by energy crops grown on marginal or degraded land. With strong and predictable incentive policies and investments in collection and processing infrastructure, the current renewable fuel capacity of 1.5 million tonnes could increase rapidly, creating jobs and strengthening energy security.
