Africa’s aviation industry is preparing for another phase of growth, but the continent’s ability to translate rising passenger and cargo demand into sustainable expansion will increasingly depend on what happens on the ground.

That infrastructure challenge will take centre stage at the Aviation Africa Summit and Exhibition in Nairobi next month, where airport operators, regulators, technology companies and ground-handling specialists will examine whether Africa’s airports have the capacity, funding models and technology needed to support the industry through 2035 and beyond.

The infrastructure session on September 10 will bring together representatives from ICAO, Kenya Airports Authority, Dakar Airport in Senegal, Swissport Kenya, SITA and the Washington Metropolitan Airports Authority to examine the constraints facing the continent’s airport ecosystem.

At the heart of the discussion is a fundamental question: can Africa build airport capacity quickly enough to match its aviation ambitions without making infrastructure prohibitively expensive for airlines and passengers?

But the challenge extends beyond runways and terminal buildings. African airports face a combination of constrained capital, fragmented regulatory frameworks, lengthy approval processes and difficult decisions over airport charges. While operators need to recover billions of dollars invested in infrastructure, higher charges can increase airline operating costs and ultimately undermine the passenger and traffic growth needed to make the investments commercially viable.

Public-private partnerships are therefore expected to come under scrutiny as governments look for alternatives to relying exclusively on public financing for major airport projects.

The bigger question, however, is whether infrastructure expansion must always mean more concrete. Artificial intelligence, automation and data analytics could allow airports to extract additional capacity from existing infrastructure by identifying operational bottlenecks, improving passenger processing and making aircraft turnarounds more efficient.

For African airports facing capital constraints, that possibility could be particularly important. A terminal operating below its potential because of inefficient processes represents capacity that may be unlocked through technology without immediately requiring a new building. Similarly, better data sharing between airports, airlines, ground handlers and air navigation service providers could help identify congestion before it becomes a constraint on growth.

The airport infrastructure debate also increasingly extends onto the apron and into the airspace. Aircraft turnaround times can determine how efficiently scarce airport capacity is used, while shortages of skilled ground-handling personnel can create delays even where terminal and runway capacity exists.

Better airspace management offers another potential source of capacity. Improved coordination and more efficient flight paths could allow airports and airlines to handle more traffic without corresponding increases in physical infrastructure. This makes the infrastructure challenge a systems issue rather than simply a construction issue.

Africa is already developing major aviation hubs in markets including Ethiopia, Rwanda, Kenya, Morocco and South Africa. Their emergence is raising a broader strategic question over whether the continent can develop globally competitive airports that are also connected into a stronger continental network.

For individual countries, airport investment can be a matter of national prestige and economic development. But the larger opportunity lies in creating an interconnected African aviation system in which hubs complement rather than simply compete with each other.

That could become increasingly important as the African Continental Free Trade Area and expanding intra-African business links increase the need for efficient air connectivity.

The infrastructure session at Aviation Africa will therefore be looking beyond individual airport projects to the operating model needed for the next generation of African aviation.

The question is not simply who will build the next runway or terminal, but who will finance it, how efficiently it will operate, how technology can increase its capacity and whether regulation will allow the investment to generate sustainable returns.

The industry is effectively being asked to look towards 2035 and work backwards. If Africa is to capture the economic benefits of a growing aviation market, the infrastructure supporting that growth must develop at the same pace. For the continent’s airports, the runway to the future may therefore depend as much on finance, data, technology, regulation and coordination as it does on concrete and steel.

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The air cargo industry is moving into a more operational phase of digital transformation, with technology, data and global standards increasingly being applied to solve everyday challenges in cargo handling, security and delivery reliability.

That shift will be a central focus of the 2026 International Air Transport Association (IATA) Cargo Experts Conference (CEC), which will bring industry specialists together in Budapest, Hungary, on September 23–24 under the theme “From Expertise to Execution.”

Rather than focusing solely on emerging technologies or industry standards, the conference will examine how cargo operators can translate expertise into practical improvements across the supply chain.

“CEC brings cargo experts together to share what works, tackle common challenges, and take away tangible ideas they can apply in their own organizations,” says Brendan Sullivan, IATA’s Global Head of Cargo.

The conference will examine three areas that increasingly determine the efficiency and resilience of modern air cargo operations: digital cargo, safety and security, and pharmaceutical and cargo operations.

The other significant area of focus will be the continued adoption of ONE Record, IATA’s framework for creating a common digital record of a shipment and enabling information to move more seamlessly between participants in the cargo chain.

The conference will look at how APIs, artificial intelligence and automation can move beyond experimentation and become part of routine cargo operations.

The emphasis will include cargo security, shipment visibility, data quality and interoperability — issues that are particularly important as cargo journeys involve multiple airlines, airports, handlers, customs agencies and logistics providers.

For African markets, where fragmented processes and paper-based documentation can still add friction to cross-border trade, greater interoperability could help reduce delays while improving the visibility of goods moving through regional and international supply chains.

The conference will also address the changing security environment facing air cargo, including the safe handling of dangerous goods and the growing challenge posed by undeclared lithium batteries.

As batteries become increasingly embedded in consumer electronics and other products moving through global supply chains, accurate shipment information and stronger risk assessment are becoming essential to aviation safety.

Better information can also help operators identify risks earlier and strengthen oversight across the cargo journey.

Pharma puts resilience under pressure

The third track will examine pharmaceutical and cargo operations, where the cost of operational failure can be particularly high.

Temperature-sensitive medicines and other pharmaceutical products require reliable ground handling, cold-chain management and compliance throughout their journey. IATA says smarter compliance and real-time data can strengthen resilience and improve the management of pharmaceutical shipments.

The broader message ahead of the conference is that the future of air cargo will not be determined simply by having better technology, but by how effectively operators integrate that technology into everyday processes.

The Budapest conference will therefore offer a window into how the global air cargo industry is attempting to turn digital standards and technological capabilities into measurable operational improvements.

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The African Drone Forum (ADF) is taking Africa’s drone and autonomous aviation agenda into a more practical phase at the 2026 Aviation Africa Summit, building on the foundation laid by its debut partnership with the summit in Kigali last year.

ADF will return as strategic partner for the Drone and Autonomous Systems Programme at the 10th Aviation Africa Summit and Exhibition, scheduled for September 9–10 at the Sarit Expo Centre in Nairobi, with the 2026 programme placing greater emphasis on how Africa can safely and commercially scale its emerging low-altitude economy.

At Aviation Africa 2025 in Kigali, ADF curated the Drone and Advanced Air Mobility track for the first time, bringing drones, unmanned traffic management (UTM), beyond visual line-of-sight (BVLOS) operations, regulation and advanced air mobility into the mainstream aviation conversation.

The Kigali summit brought together more than 2,100 delegates, including more than 30 Directors General of Civil Aviation, while ADF’s programme included Africa’s first public demonstration of a pilotless passenger eVTOL aircraft. The discussions also produced calls for regulatory sandboxes, BVLOS corridors, stronger UTM systems and greater harmonisation of regulatory approaches.

ADF’s second year at Aviation Africa therefore represents a move from making the case for drones to addressing the systems needed to make them work at scale.

Under the 2026 theme, “Advancing the Future of Autonomy in Africa,” the programme will examine how policy, investment, talent and infrastructure can unlock the continent’s low-altitude economy.

A major new feature is the inaugural African Drone Regulators Forum (ADRF), a closed-door session on the second day of the summit, bringing together officials responsible for drone regulation within African civil aviation authorities.

ADF explains that rather than another conventional conference panel, the regulators’ forum is designed as a working session where authorities can compare regulatory frameworks, identify common bottlenecks and explore practical approaches to issues such as BVLOS authorisation, UTM governance and training pathways.

This regulatory focus responds directly to one of the central lessons from Kigali where delegates agreed that Africa’s drone opportunity cannot be unlocked by technology alone.

The 2025 discussions highlighted the need for regulatory systems designed around actual missions such as healthcare delivery, agriculture, mining and inspection, while also calling for regulatory sandboxes, harmonised safety assessments and electronic conspicuity to support safer cross-border operations.

The 2026 programme broadens that implementation agenda further with an African Drone Security Forum, examining the growing intersection of drones, artificial intelligence and security.

The forum will look at civil-security cooperation, risk mitigation, detection and response, and responsible deployment of emerging technologies.

Five industry panels will meanwhile address workforce development, BVLOS operations and enabling infrastructure, drone data and AI, advanced air mobility and investment.

The emphasis on infrastructure is particularly important as African markets move beyond individual drone deployments towards integrated systems capable of supporting larger fleets and more complex operations.

ADF says the 2026 programme will therefore focus not simply on regulatory approval but on what comes afterwards, including corridor design, electronic conspicuity, remote identification, coordination with air navigation service providers and sustainable business models.

Nairobi also gives the conversation a practical setting. Kenya is emerging as one of Africa’s most active drone markets, with an operational BVLOS corridor, a live UTM procurement process and a large base of licensed drone training academies.

The programme will be complemented by an ADF Drone and Autonomous Systems Exhibition Pavilion, bringing together African and international companies working in drones, autonomous systems, data and supporting technologies.

While Kigali helped establish that drones and advanced air mobility belong in the continent’s aviation strategy; Nairobi is set to concentrate on the rules, infrastructure, skills, security and investment needed to turn that recognition into an operating ecosystem.

ADF’s return for a second consecutive year suggests that the agenda has moved from putting the technology on the aviation map to working out how Africa can integrate it safely, sustainably and commercially into its skies.

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For Ugandan businesses, acquiring a vehicle or productive equipment is often less about whether the asset is needed than whether the business can absorb the upfront cost without starving its operations of working capital.

A new partnership between ICEA LION General Insurance, dfcu Bank and Double Q Company Limited is seeking to address that constraint by bringing asset financing, vehicle acquisition and insurance into a single proposition.

Launched at the Double Q showroom in Bugolobi on August 12, the partnership offers financing of up to 90pc for eligible commercial vehicles and equipment, while selected passenger and electric vehicles can qualify for financing of up to 100pc, subject to dfcu Bank’s assessment.

The business proposition is significant because it treats a financed vehicle not simply as a purchase, but as a productive asset whose ability to generate revenue must be protected.

For a logistics company, for instance, a truck is part of the revenue-generating infrastructure of the business. For a contractor, construction equipment is a production asset, while for a small enterprise a pickup can determine how efficiently it reaches customers and moves goods.

ICEA LION says that financing such assets without adequately protecting them leaves businesses exposed to a potentially costly interruption.

“The customer should not have to think about financing and insurance as two separate conversations,” said Anita Mugabekazi, Head of Sales at ICEA LION General Insurance. “Once they acquire the asset, they should have a solution that enables them to secure and protect it throughout its ownership.”

Ambrose Kibuuka, Chief Executive Officer of ICEA LION General Insurance, said the partnership reflects a broader shift towards treating asset acquisition and risk management as interconnected business decisions.

“Today is not simply about adding another vehicle financing product. It is about making it easier for Ugandans to acquire assets, protect those assets and use them to create value,” Kibuuka said.

The logic is particularly relevant in a financed-asset economy. A business that commits to monthly repayments remains liable for the financing even when an accident, theft or other insured event disrupts the asset’s ability to operate.

“A vehicle that is financed but not adequately protected represents an unmanaged risk,” Kibuuka said, arguing that insurance should be regarded as part of the investment rather than an afterthought.

For dfcu Bank, the financing side of the partnership is positioned as a way of helping businesses preserve working capital while acquiring assets capable of expanding their productive capacity.

Gloria Ssuna Namutebi, Head of Vehicle and Asset Finance at dfcu Bank, said asset finance should be viewed as a growth instrument rather than merely a credit product.

“Asset finance is not simply a loan product; it is a growth tool,” Namutebi said. “It allows a logistics company to add a truck, a contractor to acquire equipment or an entrepreneur to purchase a reliable vehicle without draining the cash needed to keep the business running.”

That distinction is important for small and growing enterprises, where available cash is often required simultaneously for salaries, inventory, supplier payments and other operating expenses.

The partnership therefore seeks to shift part of the cost of expansion from an upfront cash requirement into structured financing, allowing businesses to acquire productive assets while retaining liquidity for day-to-day operations.

It also introduces a green-mobility dimension. Selected electric and hybrid passenger vehicles are eligible for financing under the arrangement, potentially lowering the entry barrier for businesses and individuals considering newer vehicle technologies.

The assets covered include the GWM Tank 500, GWM P300 SX pickup, HAVAL H6 GT Plug-in Hybrid Electric Vehicle, SINOTRUK commercial trucks, XCMG construction and mining equipment and Heli electric forklifts.

For Double Q, the showroom component provides the physical asset pipeline, while dfcu supplies the financing and ICEA LION provides the risk protection.

That combination creates a three-part business proposition: access to capital, access to productive assets and protection of the investment.

The model also reflects a wider question facing Uganda’s businesses as they seek to expand: how to increase productive capacity without putting excessive pressure on working capital.

For an entrepreneur buying a truck, forklift, construction machine or business vehicle, the economic value lies not in owning the asset but in keeping it productive.

That makes the insurance component more than a compliance requirement. It becomes part of protecting the cash flow and debt-servicing capacity that the asset is expected to generate.

The partnership’s broader proposition is consequently that asset finance works best when acquisition, financing and risk protection are considered as one investment decision.

For businesses able to qualify, the result could be a lower upfront capital burden while giving them greater certainty that the asset underpinning their expansion remains protected.

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Africa’s leading aviation industry bodies have urged governments across the continent to align their passenger information systems with global standards while warning against financing border security programmes through new charges on airlines and travellers.

In a joint statement released Thursday, the African Airlines Association (AFRAA), the Airlines Association of Southern Africa (AASA) and the International Air Transport Association (IATA) called on African states to implement Advance Passenger Information (API) and Passenger Name Record (PNR) systems in line with standards developed by the International Civil Aviation Organization (ICAO).

The industry groups argued that harmonised passenger data systems are essential for strengthening border security, combating cross-border crime and illegal immigration, while ensuring legitimate travellers move through airports more efficiently.

However, they cautioned that the systems should be introduced within clear legal and operational frameworks that protect passenger privacy and avoid imposing unnecessary costs on air transport.

“Passenger data plays an important role in keeping borders secure. However, these systems must be aligned around internationally recognised standards and funded correctly,” the three organisations said in a joint statement signed by AFRAA Secretary General Abdérahmane Berthé, AASA Chief Executive Officer Aaron Munetsi and IATA Regional Vice President for Africa and the Middle East Kamil Alawadhi.

The organisations outlined four principles they believe should guide implementation across Africa.

First, governments should establish clear legal frameworks that define what passenger data can be collected and identify a single authority responsible for managing API and PNR programmes.

Second, only information necessary for legitimate security purposes should be collected, with safeguards to protect personal data, prevent discrimination and ensure information is retained only for defined periods.

Third, passenger information should be used exclusively for border management, national security, law enforcement and the prevention of serious crime.

Finally, governments should adopt internationally harmonised standards for collecting, storing and transmitting passenger information to improve interoperability between countries and reduce compliance burdens on airlines.

The organisations also urged governments not to finance API and PNR systems by imposing additional fees on airlines or passengers.

They cited ICAO’s long-standing policy that border security is a government responsibility and should therefore be financed from public resources rather than recovered through aviation charges.

According to the industry bodies, transferring the cost of national security programmes to airlines would ultimately increase ticket prices, reduce the affordability of air travel and undermine efforts to improve connectivity across Africa.

Higher aviation costs, they warned, could also weaken tourism, trade and investment by making African destinations less competitive.

The call comes as many African countries continue to modernise border management systems and expand the use of digital passenger information to improve security while facilitating travel.

Although several countries have introduced API and PNR programmes, implementation across the continent is fragmented, creating different technical and regulatory requirements that airlines must navigate when operating international services.

The aviation industry believes greater harmonisation would simplify compliance for carriers while giving governments more accurate and timely passenger information to identify security risks before flights arrive.

The three organisations pledged continued collaboration with governments, regional institutions and international partners to support implementation of passenger information programmes that balance national security with operational efficiency.

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African airlines posted stronger air cargo demand in June despite operating with less available freight capacity, underscoring the resilience of the continent’s trade flows even as global supply chains remain under pressure.

New data released by the International Air Transport Association (IATA) shows that demand for air freight on African carriers rose 4.7pc year-on-year in June, while cargo capacity contracted by 7.1pc, pushing average cargo load factors to 48.1pc—higher than the global average of 46.9pc.

The figures suggest African airlines are making more efficient use of limited cargo space, even though the continent accounts for just 2.1pc of global air cargo traffic.

Globally, air cargo demand expanded by 8.5pc, outpacing a 4.4pc increase in capacity, as demand for high-value technology products and time-sensitive shipments continued to support the market. North American airlines led worldwide growth with a 13.1pc increase in demand. Europe recorded 6.9pc, Asia-Pacific 7.9pc, while Latin America and the Caribbean posted the weakest performance at 3.5pc. The Middle East grew 5.6pc, although IATA cautioned that the comparison was against a weak period last year caused by regional conflict.

“The global air cargo market continued to demonstrate resilience, with demand growing faster than capacity,” said Willie Walsh, IATA’s Director General.

He noted that while the outlook for the second half of 2026 remained positive, the industry continued to face risks from renewed geopolitical tensions in the Middle East and the possibility of fresh US tariff measures.

For Africa, the data paints a mixed picture. Although demand remains on an upward trajectory, shrinking cargo capacity could limit airlines’ ability to fully capitalise on growing trade opportunities unless additional freighter capacity and belly cargo space become available.

The continent nevertheless outperformed on utilisation, with its 48.1pc cargo load factor exceeding the global average, indicating that available cargo space is being filled more effectively than in many other regions.

Trade routes also reflected changing global commerce patterns. The Africa–Asia corridor extended its growth streak to 12 consecutive months, recording a modest 0.9pc increase in June. However, IATA said Gulf-linked trade lanes continued to experience disruptions arising from the conflict in the Middle East.

The strongest-performing trade route globally was Asia–North America, where cargo volumes jumped 14.7pc, followed by Europe–Asia at 7.1pc and Within Asia at 7.2pc.

IATA said global trade expanded by 5.2pc during the month, while manufacturing activity remained supportive despite weaker export orders, suggesting that cargo growth was being driven by specific high-value and time-critical shipments rather than broad-based expansion in world trade.

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Equity Bank Uganda has financed the acquisition of a new 67-seater school bus for Busoga High School in Kamuli, adding momentum to efforts to improve learner safety as schools face heightened scrutiny over transport standards following a series of fatal road accidents involving students.

The 2025 Isuzu bus, handed over to the school on Thursday, is equipped with onboard surveillance cameras designed to improve monitoring, accountability and safety during school journeys.

Its arrival comes against the backdrop of growing national concern over school transport after several crashes involving school vehicles claimed the lives of learners, prompting the Ministry of Education and Sports to suspend school tours and trips pending investigations and a review of safety practices.

The investment also reflects a growing role for financial institutions in enabling schools to acquire modern transport fleets through asset financing rather than relying solely on outright purchases.

Speaking during the handover ceremony, Busoga High School Board Chairperson Dr. Kakuba Mpango reminded the driver that school transport carries an exceptional responsibility.

“A school bus carries the future of this nation,” he said, urging strict adherence to traffic regulations and professional driving standards.

The school also held a blessing ceremony for the new vehicle and its driver, underscoring the importance placed on the safety of every journey undertaken by the institution.

Kamuli Municipal Education Officer Ivan Wakabi described dedicated school transport as an important investment in learner welfare, particularly for students who would otherwise travel long distances on foot or rely on unregulated public transport.

“When students walk two to three kilometres to and from school every day, they are exposed to traffic hazards and accidents,” Wakabi said. “This new bus provides a safe, controlled environment where our learners are protected on their daily commute.”

He said the acquisition of modern, roadworthy school buses should become part of broader efforts to reduce road crashes involving learners, alongside regular vehicle maintenance, responsible driving and strict compliance with traffic regulations.

The handover echoes recent calls by UNICEF for schools and transport operators to prioritise roadworthy vehicles and stronger safety measures to prevent avoidable child deaths on Uganda’s roads.

For Equity Bank Uganda, the transaction illustrates how asset financing is becoming an increasingly important tool for educational institutions seeking to invest in infrastructure while preserving working capital.

Tom Mwanje, the bank’s Jinja Branch Manager, said schools require flexible financing options that extend beyond traditional lending.

He said the bank offers asset financing for vehicles and equipment, development financing for infrastructure such as classrooms, dormitories and laboratories, and bridge financing to help institutions manage short-term operational needs including payroll and maintenance.

“Access to modern transport is essential not only for academic and co-curricular activities but also for safeguarding the lives of learners and staff,” Mwanje said.

The new bus is expected to strengthen Busoga High School’s transport capacity while giving parents greater confidence in the safety of their children during school travel.

Beyond a single vehicle, education stakeholders say the initiative highlights the need for a coordinated approach to learner safety involving schools, parents, financial institutions, transport regulators and government agencies.

As Uganda reviews school transport practices in the wake of recent tragedies, investments in safer vehicles, better driver training and improved maintenance standards are increasingly being viewed not simply as operational upgrades, but as essential measures to protect learners and sustain confidence in the education system.

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Uganda Airlines has signalled a bold shift towards higher-capacity long-haul operations after confirming that it will acquire four Boeing 787-9 Dreamliners instead of the smaller 787-8 variant that has become the preferred choice for many African carriers.

The order, announced Tuesday at the Farnborough International Airshow, also includes four Boeing 737-Max8 aircraft, marking Uganda Airlines’ first direct purchase from the U.S. manufacturer as it seeks to expand and modernise its fleet.

While neither Boeing nor Uganda Airlines disclosed the aircraft configuration, seating layout or acquisition cost, the decision to opt for the larger 787-9 offers an early indication of the carrier’s long-term network ambitions.

The 787-9 is substantially larger than the 787-8, offering airlines significantly more passenger and cargo capacity while retaining the Dreamliner’s long-range capabilities. The aircraft is expected to serve high-demand routes to Europe, the Middle East and Asia as Uganda Airlines seeks to deepen its international footprint.

The move also distinguishes Uganda Airlines from regional competitors such as Kenya Airways, whose Dreamliner fleet consists of the smaller 787-8 aircraft.

Industry observers say the choice suggests the airline is planning for stronger passenger volumes rather than merely replacing existing capacity.

The strategy would also complement Uganda Airlines’ existing fleet of Airbus A330-800neos, which currently accommodate 258 passengers. Introducing a larger wide-body aircraft would give the airline additional flexibility to deploy higher-capacity aircraft on routes where demand justifies the extra seats while preserving the A330s for thinner or developing long-haul markets.

Uganda Airlines currently operates flights to London, Dubai and Mumbai, alongside an expanding regional African network. The additional aircraft are expected to support future expansion into Europe, Asia and potentially new long-haul destinations as traffic grows.

The order also includes four Boeing 737-Max8 aircraft, which will be deployed on regional African services as well as routes to the Middle East and India.

According to Boeing, the 737-Max8 typically carries between 160 and 180 passengers in a two-class configuration and has a range of up to 6,480 kilometres, making it suitable for Uganda Airlines’ medium-haul operations.

The manufacturer said the combined fleet of 737 Max and 787 Dreamliner aircraft will enable the airline to expand its network while reducing fuel consumption by between 20 and 25 percent compared with the aircraft they replace.

Uganda Airlines interim Chief Executive Officer Girma Wake described the purchase as a defining milestone for the national carrier.

“This commitment with Boeing marks a defining step in Uganda Airlines’ growth journey and in our broader ambition to position Entebbe as a strategic aviation hub for the region,” Wake said.

He added that the new aircraft would strengthen the airline’s ability to connect Uganda more efficiently to regional, continental and international markets while supporting tourism, trade, investment and cargo development.

Wake also said the partnership extends beyond aircraft acquisition to include technical cooperation, training and capacity building.

Boeing Senior Vice President of Commercial Sales and Marketing Brad McMullen welcomed Uganda Airlines as a new Boeing customer, saying the aircraft provide the efficiency, range and versatility required for the airline’s next phase of expansion.

“We’re pleased to welcome Uganda Airlines as a Boeing customer and support the airline’s next phase of growth with the 737-8 and 787-9,” said Brad McMullen, Boeing senior vice president of Commercial Sales and Marketing. “These airplanes offer efficiency, range and versatility to help Uganda Airlines strengthen and expand its network.

“Just as importantly, this partnership brings together Uganda Airlines and Boeing in a long-term relationship focused not only on fleet growth, but also on technical excellence, training and capacity building,” added Wake. “We are proud to celebrate this milestone at Farnborough as we invest in the future of our national carrier and in Uganda’s economic transformation.”

The announcement comes as Uganda Airlines accelerates efforts to grow beyond its current network of 17 destinations across 13 countries. With the selection of the higher-capacity 787-9, the airline appears to be positioning itself not only to open new long-haul routes but also to carry significantly more passengers and cargo on its busiest international services—an indication that its growth strategy is increasingly centred on scale rather than simply extending reach.

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Entebbe International Airport recorded its first significant traffic slowdown in recent years during the first half of 2026, with international passenger numbers falling by 10.8pc as a combination of geopolitical tensions, health concerns and airline operational disruptions weighed on Uganda’s aviation sector.

Data from the Uganda Civil Aviation Authority (UCAA) shows that the country’s main gateway handled 1,010,961 international passengers between January and June 2026, down from 1,133,366 during the same period in 2025.

The decline represents the most notable reversal in passenger growth since the industry’s recovery from the COVID-19 pandemic.

According to UCAA Manager for Public Affairs Vianney Luggya Mpungu, the downturn reflects a convergence of extraordinary external shocks rather than weakening demand for Uganda as a destination.

“June traffic recorded a lower figure than the same month last year. Half year isn’t any better due to the closure of parts of the Middle East airspace in March and the subsequent events,” Luggya said.

The closure of sections of Middle East airspace following heightened regional tensions forced airlines to reroute flights, disrupted global schedules and increased operating costs, effects that cascaded across African aviation networks heavily dependent on Gulf carriers for onward connections.

For Uganda, the situation was compounded by the Ebola outbreak in neighbouring Democratic Republic of Congo and the limited spillover into Uganda in May this year.

Although Uganda quickly contained the outbreak, the health scare prompted several countries to tighten travel measures. Dutch carrier KLM temporarily suspended flights to Entebbe, while Uganda closed its border crossings with the DRC to contain the disease, disrupting cross-border passenger movements and forcing Uganda Airlines to suspend its Entebbe-Kinshasa operations.

The crisis also affected travel beyond the region after the United Arab Emirates cancelled visas for Ugandan travellers, reducing demand on one of Entebbe’s busiest long-haul corridors.

Uganda Airlines faced additional challenges when its Airbus A330 fleet was grounded during the first quarter of 2026, disrupting services and reducing feeder traffic from its London route, one of the airport’s fastest-growing international markets.

But the combined effects extended beyond passenger numbers. International cargo imports fell 15.8pc to 9,079 tonnes, while exports declined 26.5pc to 16,797 tonnes, reflecting softer regional trade flows and disruptions to international logistics.

Commercial aircraft movements and domestic travel, however, provided some of the few bright spots in the first-half performance. Commercial aircraft movements increased from 15,922 in the first six months of 2025 to 17,669 over the same period this year, representing growth of almost 11pc. Domestic passenger traffic rose by 28.7pc, from 11,251 to 14,476 passengers, while transit traffic grew by 11.4pc to 51,677 passengers. The increase in transit volumes may reflect airlines and travellers routing through Entebbe as disruptions across parts of the Middle East prompted adjustments to traditional travel corridors, including traffic between South Asia and Europe.

June’s monthly performance illustrates the challenges facing the airport. During the month, Entebbe handled 67,601 arriving and 63,645 departing international passengers, alongside 1,419 tonnes of imports and 2,721 tonnes of exports.

Industry observers expect traffic to recover during the second half of the year as Middle East airspace restrictions ease, international airline schedules stabilise and confidence in regional travel continues to improve following the end of Ebola-related restrictions.

Even so, the first-half figures underscore how vulnerable African aviation remains to external shocks originating far beyond the continent’s borders, from geopolitical conflicts to public health emergencies, and the extent to which such events can ripple through tourism, trade and national airline operations.

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Uganda’s drive towards integrated digital mobility took another step forward on Monday with the launch of a cashless school transport solution that allows students to pay bus fares using smart wristbands while giving parents real-time visibility over their daily journeys.

The initiative, dubbed Cashless School Days, was launched at Kololo Secondary School through a partnership involving Kiira Motors Corporation’s public transport subsidiary EBus Xpress, MTN Uganda, HelloBooth by Sparklab and other technology partners.

The programme introduces wearable wristbands that enable students to board and disembark buses without handling cash. Parents can load transport funds through MTN Mobile Money and receive notifications confirming when their children begin and complete each trip.

Paul Isaac Musasizi, the founding Chief Executive Officer of Kiira Motors Corporation, described the initiative as an example of “how innovation can be deployed to address everyday challenges faced by families.”

According to Musasizi, the partners were united by a common objective of using technology to make student mobility safer, simpler and more connected while giving parents greater oversight of school transport.

The system allows parents to load transport fares through a mobile phone using flexible payment options that can be tailored to daily, weekly, monthly or termly transport requirements.

Students simply tap their wristbands when boarding and again when alighting from the bus, creating a digital record of each journey.

The launch reflects a growing convergence between Uganda’s mobility, fintech and digital services sectors as operators seek to move more transactions into cashless ecosystems.

To encourage adoption, participating students will receive a 50 percent fare subsidy during the introductory phase. A journey that would ordinarily cost UGX2,000 will cost UGX1,000.

Musasizi noted that the initiative extends digital payment habits already familiar to many parents who routinely use Mobile Money platforms to pay school fees and other household expenses.

By integrating payments with transport services, he said, the programme introduces greater convenience, transparency and control into daily family routines.

“Cashless School Days is a step forward in how we think about mobility for families. It is about safety, convenience and giving parents better control, while continuing to drive cashless adoption in everyday life.”

The school transport solution builds on MTN Uganda’s broader collaboration with EBus Xpress, through which commuters can already purchase bus tickets electronically using mobile phones.

Beyond the immediate convenience of cashless fare collection, the programme addresses growing concerns around student safety, cash handling and accountability in school transport operations.

Industry observers say such solutions could become increasingly important as Uganda’s urban population expands and schools, transport operators and parents seek more efficient ways to manage student mobility.

The initiative also aligns with broader national efforts to accelerate digital financial inclusion and promote smart mobility solutions capable of supporting Uganda’s rapidly growing urban centres.

For Kiira Motors, whose ambitions extend beyond vehicle manufacturing into integrated mobility services, the project offers a glimpse of how technology, payments and transport can be combined to create more connected transport ecosystems.

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