The government plans to modernize and expand Jomo Kenyatta International Airport (JKIA) as it seeks to make it competitive regionally.

Caleb Kositany, Chairman of the Kenya Airport Authority (KAA), said that the new facility will reduce congestion at Kenya’s main port of entry and exit.

Kositany said that the facility will reinforce JKIA’s status as Africa’s premier hub and gateway into East and Central Africa.

The KAA Chair spoke on Sunday when he presided over Togolese passenger airline Asky Airlines inaugural flight from Lome-Nairobi as the company expanded its presence in East Africa.

The airline will be flying four times a week between the two nations.

Its expansion to Kenya now provides travelers with connecting flights to Abidjan, Abuja, Accra, Bamako, Bangui, Bissau, and Beirut.

Others are Brazzaville, Conakry, Cotonou, Dakar, Douala, Freetown, Kinshasa, Lagos, Libreville, Monrovia, N’Djamena, Niamey, Ouagadougou, Pointe Noire, & Yaounde.

JKIA, which was constructed in 1978, is Kenya’s crucial airport and is home to Kenya Airways and Jambojet, among other airlines.

It handles over 5 million passengers annually. Initially, it was meant to accommodate 2 million travelers per year.

Source: Capital Business

Nigeria appears to have returned USD29.2 million in foreign airlines’ blocked funds in the past four months, according to the latest statistics released by the International Air Transport Association (IATA).

In a statement on September 19, the association said Nigeria presently accounts for USD783 million of blocked airline funds, while in another statement in June, it said Nigeria was withholding USD812.2 million in April 2023.

On inquiry, an IATA spokesperson confirmed that the reduction in trapped funds was “due to many factors, including a weak intervention from the [Nigerian] government”. “Government intervention was not deep enough to significantly reverse the trend as the figures have started going up again. We forecast higher figures in September due to the accumulation of new sales, lack of liquidity on the Investors’ & Exporters’ FX Window and the inability of the Central Bank of Nigeria (CBN) to settle legacy matured FX (foreign exchange) bids.”

The latest IATA statistics were released during a meeting between Nigeria’s new Minister of Aviation and Aerospace Development, Festus Keyamo, and IATA’s Regional Vice-President for Africa and the Middle East, Kamil Al Awadhi, in Abuja last week.

Al Awadhi called on the new Nigerian government for closer consultation with the aviation industry to develop short- and long-term solutions for foreign exchange access for domestic and foreign carriers.

IATA Director General Willie Walsh has warned that airlines cannot continue to provide services in markets where they cannot repatriate their revenues. A case in point has been Emirates (EK, Dubai International), which suspended services to Nigeria after the route became financially unviable, with the CBN holding on to the carrier’s ticket sales. It has demanded the repatriation of at least 80% of its remaining frozen funds and a guaranteed mechanism to prevent future remittance delays.

Emirates first suspended flights to Nigeria on September 1 after demanding the payout of USD85 million of its revenue. It reinstated them 10 days later after the CBN released USD265 million to international airlines. By November 2022, the carrier suspended flights again, citing unsuccessful negotiations with the Nigerian authorities.

Relations between the nations have thawed following the appointment of the new Nigerian president, Bola Ahmed Tinubu, earlier this year. Following a meeting on September 11 between Tinubu and Emirati President Mohamed bin Zayed Al Nahyan, the Nigerians announced an agreement was reached that would see Emirates and Etihad Airways resume flights and immediately lifting a UAE visa ban on Nigerians. However, no official statement was issued by the UAE. An unidentified Emirati official told CNN there was no change in the travel ban. Nigeria then indicated the CBN would announce a roadmap in the next two weeks to address the refunds and that modalities were being discussed with the UAE government.

Source: ch-aviation.

East Africa, a region known for its breathtaking landscapes, vibrant cultures, and economic potential, has been steadily fostering regional integration through the East African Community (EAC). Beyond its picturesque beauty and cultural diversity, East Africa is also a hub of aviation activity.  The analysis company Aerotrail provides Airspace Africa with the comprehensive analysis of airline connectivity within the EAC member countries, shedding light on the key insights that shape this dynamic industry.

EAC Air Travel Insights

One of the hallmarks of the EAC is the ease of travel for its citizens within the region. By simply presenting a valid national passport, individuals can explore neighboring EAC countries hassle-free. This privilege is further enhanced by the introduction of the East African Passport, a travel document designed to streamline border crossings for East Africans. Notably, this passport is exclusively designated for travel within the confines of the EAC region.

In most instances, travelers within the EAC enjoy the luxury of visa waivers, facilitating smooth journeys across borders. The exception to this rule is travel to or from the Democratic Republic of Congo (DRC), where a visa remains a requirement. However, it’s crucial to emphasize the importance of carrying a passport when traversing borders within the EAC.

Additionally, Kenya, Uganda, and Rwanda have taken a significant stride by recognizing their respective citizens’ national identification cards as valid travel documents. This recognition is rooted in a binding East African Agreement among these three nations and has yielded considerable implications for air travel within this specific bloc of countries.

Key Airports

To comprehend the intricate web of airline connectivity within the EAC, it’s vital to recognize the role of key airports. These airports serve as the linchpins of regional air travel, connecting EAC member states with each other and the wider world.

1. Burundi: Bujumbura International Airport
2. Democratic Republic of the Congo: N’djili International Airport
3. Kenya: Jomo Kenyatta International Airport
4. Rwanda: Kigali International Airport
5. South Sudan: Juba International Airport
6. Tanzania: Julius Nyerere International Airport
7. Uganda: Entebbe International Airport

Overall Air Connectivity

Kenya’s Jomo Kenyatta International Airport and Uganda’s Entebbe International Airport hold a special distinction in the EAC’s air travel landscape. These airports are the exclusive gateways that facilitate scheduled airline connections to the main airports of all other EAC member nations. When it comes to regional networks, Entebbe Airport takes the lead with connections to approximately fifteen regional destinations. Following closely are Jomo Kenyatta International Airport and Kigali International Airport, both offering scheduled connections to ten regional destinations each.

Longest Airline Routes

In the world of aviation, distance is often a defining factor. Among the longest routes within the EAC network, the Nairobi–New York route stands out, spanning an impressive 11,832 kilometers. This route is serviced daily by Kenya Airways, utilizing Boeing 787-8 Dreamliner aircraft. Following closely in terms of distance are routes like Nairobi-Changsha, Dar-es-Salaam–Guangzhou, Nairobi-Guangzhou, and Dar-es-Salaam-Amsterdam.

Domestic air travel is the backbone of regional connectivity, and the EAC boasts its share of extensive domestic routes. Notably, the Democratic Republic of the Congo (DRC) offers the most extensive domestic routes compared to other EAC countries. Routes like Kinshasa-Goma, Kinshasa-Lubumbashi, Kinshasa-Kisangani, and Kinshasa-Kindu are lifelines connecting communities across vast distances. Additionally, the route connecting Dar-es-Salaam to Kigoma stands out as the longest domestic route within the EAC, spanning a distance of 1,085 kilometers.

Passenger Seats and Airlines

The heart of the aviation industry lies in the seats that carry passengers from one destination to another. In the EAC, several airlines play pivotal roles in connecting people, cultures, and economies. Kenya Airways leads the pack with a substantial 122,906 weekly seats, followed by Ethiopian Airlines with 46,221 seats and RwandAir with 36,626 seats. Notably, the Kenyan low-cost carrier, Jambojet, commands a significant position with 28,860 weekly seats.

Available Seat Kilometers (ASK) is a key metric that reflects an airline’s capacity. In this regard, Amsterdam takes the commanding position with an impressive tally of approximately 132 million ASK, closely trailed by Dubai, Paris, Istanbul, and London. Within the EAC region, Kenya Airways firmly establishes itself as the dominant carrier, boasting a remarkable total of about 300 million ASK.

Ticket pricing in the airline industry is a complex interplay of factors, including route distance, demand, aircraft type, and more. Interestingly, longer airline routes within the EAC tend to be more cost-effective per kilometer traveled, particularly for intercontinental routes. The principle of economies of scale comes into play, where larger aircraft, equipped with more seats, can distribute operational costs across a broader passenger base, resulting in reduced ticket prices per kilometer.

Source: Aerospace Africa

Over the next two decades, Africa’s jet fleet is projected to more than double to 1,550 aircraft, when Africa’s population is forecast to hit 2.17 billion.

In so doing, it will surpass the fleets of America, India and China combined, according to data from the International Air Transport Association (IATA).

The growth will come on the back of significant growth in airline passenger numbers.

IATA shows major airline markets in Africa had already outperformed their 2019 levels in terms of origin-destination (O-D) air passenger traffic by Q2 of 2023, thanks largely to domestic market recovery and outperformance.

Nigeria recorded the highest growth in passenger numbers, adding 52 per cent more compared to the pre-pandemic levels.

Egypt, Ethiopia and Morocco came in second, third and fourth place, with 33 per cent, 31 per cent and 13 per cent growth respectively.

While Algeria and Tunisia also recorded growth, they experienced lower performances at 3 per cent and 5 per cent more traffic compared to 2019 figures.

The only exception was South Africa, which recorded 3 per cent fewer passenger numbers (below its pre-pandemic levels), attributed to economic challenges in the country.

Some 44 per cent growth between 2022 and 2023 has also helped a recovery in international traffic to and from Africa, now just 11.8 per cent off pre-pandemic levels, with a full recovery expected by year-end.

Data from IATA projects the number of commercial aircraft deliveries is approaching 30 in 2023. This is a far lower than the 50 deliveries in 2019- its peak year – but off the lows of around 20 deliveries over the last two years.

“African airlines are increasing their number of new aircraft units, which might be a sign of an anticipated full recovery by the end of this year” said IATA in its quarterly Air Transport Chartbook.

Three African carriers have either announced delivery or have plans for long-term expansion also covering 2023.

Ethiopian Airlines is looking to increase its fleet size from 140 aircraft to 271 by 2032, with a mix of narrow-body and wide-body planes. It has its eyes firmly fixed on Boeing’s bigger aircraft.

RwandAir expanded its fleet in March with its third long-haul aircraft from Airbus, while South African Airways said in May it had received the green light from the government to expand its fleet by six.

Carriers said all these projected new fleets will allow them to expand their seating capacities for regional and domestic routes and increase flights to Europe, the Middle East and Africa.

Over the last two months, African airlines have been recording steady growth in capacity – which rose by 27.4 per cent in July- making Africa the only region to experience capacity growth outrun traffic demand, according to IATA.

According to Boeing’s Commercial Market Outlook 2023, Africa’s air traffic growth is forecast to rise some 7.4 per cent, which is above the global average of 6.1 per cent.

Domestic passenger traffic is seen as quadrupling in 20 years on rapid population growth and urbanisation within the continent.

Source:   The-star.

The military regime that emerged from a coup in Niger decided on Monday to reopen its airspace to commercial flights, which had been closed since 6 August, according to the official Niger News Agency (ANP).

“The airspace of the Republic of Niger is open to all national and international commercial flights”, said a spokesman for the Ministry of Transport, quoted by the ANP, adding that ground services had also resumed.

“Airspace is still closed to all operational military flights and other special flights, which are only authorised subject to prior authorisation from the competent authorities”, he added.

On 6 August, Niger announced the closure of its airspace “in view of the threat of intervention from neighbouring countries”, as the Economic Community of West African States (ECOWAS) threatened military intervention to restore the elected president Mohamed Bazoum, who was overthrown by a coup d’état on 26 July.

Niger’s land and air borders were closed by the military the day after they took power, then reopened with five neighbouring countries on 2 August: Algeria, Burkina Faso, Libya, Mali and Chad.

However, some flights with special authorisations were able to continue to serve Niamey airport, the country’s capital.

Niger continues to suffer from the sanctions imposed on the country by ECOWAS to bring the ruling military to heel. 

The UN has warned that regional sanctions and the closure of borders are “greatly affecting Niger’s supply of vital food and medical supplies”

Source: Africa News

Africa accounts for 18% of the global population, but just 2.1% of air transport activities including cargo trade.

Infrastructure constraints, high costs, lack of connectivity, regulatory impediments, slow adoption of global standards and skills shortages affect the customer experience and are all contributory factors to African airlines’ viability and sustainability. The continent’s carriers suffered cumulative losses of $3.5bn in two years from 2020, decimated by the Covid-19 pandemic. Moreover, International Air Transport Association (IATA) estimates further losses of $213mn in 2023.

Obviously, a huge gap exists between Africa’s demand and supply. IATA points out that the continent can benefit from the connectivity, jobs and growth that aviation enables if that gap is closed.
Recently, the African Airlines Association (AFRAA) announced that it is joining ‘Focus Africa’, an IATA initiative, which is aimed at strengthening aviation’s contribution to Africa’s economic and social development and improve connectivity, safety and reliability for passengers and shippers.

This initiative will align private and public stakeholders to deliver measurable progress in six areas.
Under Focus Africa, private and public stakeholders are committed to delivering measurable improvements in six critical areas – safety, infrastructure, connectivity, finance and distribution, sustainability, and skills development.

“AFRAA strengthens the Focus Africa coalition as we work to increase aviation’s role in Africa’s development. This has enormous promise. The continent is home to the world’s most rapidly growing population but accounts for just 2% of air passenger and cargo transport activity.

“The road to realising aviation’s potential will be long. But with the strong partnerships committed to Focus Africa, we can, and we will realise the needed change,” said Kamil al-Awadhi, IATA’s regional vice-president (Africa and the Middle East).

“The tasks for Focus Africa are not new. Work is already underway as part of the work of IATA and other stakeholders in Africa. But after the financial trauma that the pandemic brought to African aviation, we are at a unique time of rebuilding. By launching Focus Africa now, we can ensure that the recovery from Covid-19 moves aviation to an even better place than we were in 2019,” al-Awadhi added.

Sustainably connecting the African continent internally and to global markets with air transport is critical for bringing people together and creating economic and social development opportunities.

It will also support the realisation of the UN’s Sustainable Development Goals (UN SDGs) for Africa of lifting 50mn people out of poverty by 2030.

In particular, trade and tourism rely on aviation and have immense unrealised potential to create jobs, alleviate poverty, and generate prosperity across the continent.

Africa has a solid foundation to support the case for improving aviation’s contribution to its development. Pre-Covid aviation supported 7.7mn jobs and $63bn in economic activity in Africa. Projections are for demand to triple over the next two decades.

In Africa, IATA has identified six critical focus areas that will make a positive difference for the continent’s aviation in particular and economy in general.

“The limiting factors on Africa’s aviation sector are fixable. The potential for growth is clear. And the economic boost that a more successful African aviation sector will deliver has been witnessed in many economies already. With Focus Africa, stakeholders are uniting to deliver on six critical focus areas that will make a positive difference. We will measure success and need to hold each other accountable for the results,” noted Willie Walsh, IATA director general.

Undoubtedly, Africa continues the path to recovery from the Covid-19 crisis. Air cargo is 31.4% over 2019 levels and air travel is 93% of 2019 levels. Full recovery for air travel is expected in 2024.

Source: Gulf-times

Aviation experts are meeting in Kenya this week to examine methods to improve security and safety for Africa’s airlines and airports.

Beyond those topics, the eighth meeting of the International Civil Aviation Organization (ICAO) will also involve discussions on air transport facilitation and sustainability in Africa.

The principal secretary for Kenya’s department of transport, Mohamed Daghar, told the conference that Kenyan airports now have technology for security measures that make travel for passengers both safe and smooth.

“We now have in place the prerequisite infrastructure and capabilities to fully participate in ICAO’s public key directory, the advanced passenger information and the passenger name record,” Daghar said. “This will see Kenya join the global community in making the passenger journey seamless.”

ICAO President Salvatore Sciacchitano said Africa must prepare for increased air traffic in the coming months, hence the need to improve the safety of airports and passengers.

“It’s important to acknowledge that states are more prosperous when they are better connected and that nothing can connect Africa as efficiently and as reliably as air transport,” Sciacchitano said.

He added that the industry is still recovering from the COVID-19 pandemic but that global traffic is expected to reach 2019 levels by the end of the year.

“The prospect for Africa in this respect is remarkable,” Sciacchitano said.

Africa’s air transport sector was hit hard by the global pandemic, which led to lockdowns and countries issuing strict health measures to combat the infection. Aviation experts say the measures taken to subdue COVID-19 have made it difficult for the airlines and people to move freely, leading to a loss of income.

Even as air traffic picks up, experts say security risks have evolved, and now airlines face threats from insiders, terrorism, human trafficking, inadequately documented passengers and contraband smuggling.

The Transportation Security Administration, a U.S. government agency, invested in Kenya’s international airport to improve security and train staff, increasing the effectiveness of passenger screenings.

The agency’s administrator, David Pekoske, told the aviation conference to work together to deal with security threats.

“Over the next few days, I encourage all of us to not only listen to the best practices and effectiveness that can be sustained but ultimately to collaborate on enhancing the effectiveness of the global civil aviation system,” Pekoske said. “Success’s mission is directly dependent on the cooperation between a myriad of partners. I believe it’s people, partnership and technology that make a difference.”

More than 300 delegates from international and African civil aviation agencies are attending the conference in Nairobi, which ends Friday.

Source: VOA

Although there is a vast amount of literature on airline business models and their evolution in changing global landscapes, there is a general lack of research into the applicability of those models, traditionally defined in European and North American contexts, to the African scene.

Implicit in this study is the hypothesis that the African environment is unique enough to warrant its own host of strategies, which may be distinctive enough to form part of a new strategic template, or business model.

Initially, a review of existing literature is undertaken to profile the African aviation environment and evaluate existing airline business models and their evolution, both globally and in Africa. The methodology consists firstly of a cluster exercise, whereby 57 African airlines are analysed in terms of their network and size, to yield a number of heterogeneous groups which serve to identify the current business models of airlines on the continent.

Following this, eight airlines (representative of the groups outlined in the cluster analysis) were subsequently selected for analysis in terms of the Product and Organisational Architecture framework. While it was evident that the traditional models are followed in Africa, in some instances variations were apparent.

Full-service network carriers and regional carriers were concluded as being the most prominent and stable in the African market. The applicability of the low-cost carrier model in Africa was also examined at length, with mixed results. The analysis also raised network density and connectivity as essential components of business models for delivering profits in an African context.

The operating environments in which airlines find themselves are far from homogeneous. The diversity of policies, geographies and economies across the world imply a need for a set of bespoke strategies, which can be represented in broad templates or business models designed to respond to the challenges presented by specific operating environments. This paper will aim to examine the most sustainable of such business models in the African context, by first identifying the current business models pursued by airlines on the continent, followed by a study of their sustainability from 2 key perspectives: market presence and Product and Organisational Architecture (as used by Mason and Morrison (2008)).

Implicit in this research is the hypothesis that the African environment is unique enough to warrant its own host of strategies, which may be distinctive enough to form part of a new strategic template or business model. In the context of African aviation, chief bodies of research centre on the impact of liberalisation on the continent (Chingosho, 2009, ICAO, 2003, Morrison, 2004, Schlumberger, 2010, United Nations Economic Commission for Africa, 2001), with limited reference to the evolution of airline strategies in response to these developments.

Source: The Point

Kenya Airports Authority (KAA) is taking forward-looking measures, needs-based actions and overarching guidelines such as digitization, technology solutions and sustainability to enhance connectivity and strengthen the Nairobi hub while effectively managing competition.

Managing Director of KAA, Alex Gitari, said: “The strategy highlights the priority placed on route development and actively collaborating with airlines to establish new air connections and increase frequencies on existing routes. This approach recognizes the importance of attracting more airlines and passengers to solidify Nairobi’s position as a key gateway to Africa and a vital link in the global aviation network.”

KAA has taken several measures boost its post pandemic business recovery including friendly health and safety protocols to ensuring passenger confidence and maintaining a safe travel environment.

Gitari underlined those collaborative efforts help streamline operations, address challenges, and create a unified approach to revive the industry.

He said that KAA continues to invest in infrastructure development and expansion projects to meet future demand and enhance passenger experience.

“KAA has formulated a comprehensive development plan for various airports in the country. The strategy includes the construction of passenger terminal buildings at multiple airports, including Jomo Kenyatta International Airport (JKIA), Wilson, Ukunda, Migori, Kitale, and Nanyuki. Additionally, there are plans for the development of JKIA’s second runway, taxiway, airfield lighting system, and an aviation rescue and firefighting centre”, Gitari said.

Moi International Airport will undergo ground and slope stabilization for environmental and safety enhancement, while Wilson Airport will see improvements to its runway and apron. Eldoret International Airport is set for a runway extension and cargo apron expansion, and Isiolo Airport will undergo runway and apron extension.

Other priorities include the installation of perimeter and security fencing at JKIA, water reticulation at the airport, construction of parking silos at JKIA and Wilson, and the establishment of solar farms at JKIA, Kisumu International Airport (KIA), Eldoret International Airport (EIA), Wajir Airport, and Isiolo Airport. Additionally, land acquisition efforts are underway in Malindi and Ukunda.

“These development projects reflect KAA’s commitment to improving infrastructure, enhancing safety, and expanding operational capabilities at various airports throughout Kenya and connect efficiently to the aviation global circuit. “

KAA has also invested in digital solutions to streamline processes and reduce physical contact points through online check-in, touchless technologies at the new rehabilitated T1BC, and self-service kiosks at JKIA.

“As a prominent player in the African aviation industry, Kenya will continue to play a leading role in unlocking the continent’s possibilities by actively supporting and participating in the implementation of SAATM.”

“By prioritizing the expansion of air connectivity, Kenya will foster the growth of businesses, facilitate increased trade, promote tourism, and create ample travel opportunities for the burgeoning middle class and working population in Africa”, Gitari said. 

Kenya Airports Authority is also firmly committed to supporting the realization of SAATM’s objectives and actively engaging with stakeholders to advocate for and amplify the benefits that SAATM can bring to the continent as well as exploring opportunities to diversify revenue streams beyond traditional aviation activities and providing training and consultancy services for capacity building within Africa.

KAA is also focusing on expanding its cargo and logistics capabilities to capitalize on the growing demand for efficient supply chain solutions. 

The growth of e-commerce which has accelerated during the pandemic is driving increased demand for air cargo services.

Source: Times Aerospace.  

Kenya and Somalia have signed a bilateral air services agreement handing a major boost to Kenya Airways that has been raring to launch flights to the country.

Transport Cabinet Secretary Kipchumba Murkomen said the deal now ‘opens’ the airspaces of the two countries for direct flights.

“This agreement means that airlines will be designated to fly to Mogadishu and Nairobi…but, this will depend on the designations that will be done by respective ministries across the country,” Murkomen said.

Speaking Wednesday during the signing of the agreement which followed months of negotiations with the Somalian authorities, the CS noted this will not only open door for the national carrier but also other airlines.

KQ, Murkomen stated, will now be required to write to the ministry for it to get the necessary air transport approvals.

The deal, he noted, with see the two countries support each other in terms of safety and security in the two airspaces.

It is anchored on traffic rights, frequency and capacity, code-share and the Technical Cooperation Agreement (TCA) between the countries.

“It makes us operate the way other civilised nations operate under the International Civil Aviation Authority and the Chicago convention that defines our relationship as countries on the use of airspace,” he added.

Kenya is a signatory to several air services agreements that facilitates how it designates airlines coming to the country.

The agreement states that on the frequency and capacity, the designated airlines of each party may operate seven weekly frequencies for passenger flights on specified routes while designated airlines operating cargo flights may operate unlimited frequencies. 

Technical cooperatives require that the Kenya civil aviation authority (KCAA) and Somali enhance cooperation on capacity building, personnel training and experience sharing. 

Kenya’s main exports to Somalia include miraa.

KQ’s approval to fly to Mogadishu has been pending for years now.

Somalia initially protested over Nairobi’s strict aviation rules that required stopovers in Wajir, in northeastern Kenya, for security checks.

The carrier suspended its plans to launch the flights to Hargeisa in Somaliland in May 2021 over what it termed as a lack of requisite “clearance and approvals”.

“We currently do not have any flights in operation, contrary to information circulating on social media,” Kenya Airways said in a statement.

Source: The Star