A sudden windstorm of unusual intensity swept through Entebbe International Airport early Friday morning, overturning a light aircraft and sharpening concerns about the growing volatility of weather patterns as global temperatures continue to rise.

The storm, described by meteorological authorities as a waterspout system originating over Lake Victoria, struck the airport’s apron area with unusual force. One light aircraft was left inverted on Apron 04 at the old airport, while another was pushed into the grass, escaping damage.

According to Uganda Civil Aviation Authority (UCAA), no injuries were reported and scheduled flight operations continued without disruption.

“On the morning of Friday, April 10, 2026, strong winds were experienced in the vicinity of Entebbe International Airport. The adverse weather impacted a light aircraft, which was parked on Apron 04. No one sustained injuries,” said UCAA Public Affairs Manager Vianney Luggya Mpungu.

He added that technical teams are assessing the extent of the damage in coordination with relevant stakeholders.

Meteorological officials, operating under the Ministry of Water and Environment, indicated that the system had been tracked hours earlier. An orange-level weather alert was issued around 2am for the Entebbe area, warning of potentially severe conditions driven by south-easterly winds.

Preliminary findings suggest the gusts overwhelmed tie-down anchors securing aircraft parked in the open, pointing to the limits of ground handling resilience under extreme weather conditions.

Images taken at the old terminal of Entebbe International Airport show a light aircraft flipped over and lying inverted on the tarmac, with visible deformation to its left wing, underscoring the force of the windstorm that swept through the airfield.

The incident also reportedly caused damage to some vehicles within the airport vicinity, although UCAA said it could not immediately confirm the extent of those losses.

Located on the Entebbe peninsula along the shores of Lake Victoria, the airport is periodically exposed to volatile weather patterns, including thunderstorms and strong wind systems generated over the lake.

While the latest event did not disrupt scheduled flights, it underscores growing operational risks linked to extreme weather events and raises questions around infrastructure robustness, early warning utilisation, and ground safety protocols.

Authorities say a full assessment is ongoing, with findings expected to inform future mitigation measures.

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Global aviation demand extended its upward trajectory in February 2026, with Africa emerging as the standout performer across both passenger travel and air cargo, reinforcing the continent’s growing role in global aviation flows.

Data from the International Air Transport Association (IATA) shows total passenger demand, measured in revenue passenger kilometres (RPK), rose by 6.1pcyear-on-year, outpacing a 5.6% increase in capacity. This pushed the global load factor to a record 81.4pc for February, signalling resilient demand despite mounting geopolitical uncertainty.

Africa, though still accounting for just 2.2pc of global traffic, recorded the fastest passenger growth at 11.9pc. Capacity expanded by 13.1pc, however, dragging load factors down to 75pc and pointing to a market still building toward fuller utilisation.

International demand rose 5.9pc, supported by seasonal travel such as Lunar New Year traffic and strong Europe–Asia routes, while domestic markets grew 6.3pc, driven largely by Brazil and China.

Beneath the growth, pressures are mounting. Willie Walsh said rising fuel costs, tight capacity and disruptions linked to the Middle East conflict are already pushing fares higher and forcing airlines to adjust network deployment.

“With an RPK expansion of 6.1pc, February was a strong month, showing that the fundamentals for demand growth were in place for a positive year. However, without knowing the length and intensity of the war in the Middle East, it is impossible to quantify the full impact that it will have on airline prospects,” Walsh said.

Air cargo mirrored the positive trend. Global demand rose 11.2pc year-on-year, outpacing capacity growth of 8.5pc supported by pre-Lunar New Year shipments and improving trade conditions.

Africa again led all regions, with cargo demand surging 21.0pc alongside a 17.3pc increase in capacity, underscoring the continent’s rising importance in global supply chains.

The Africa–Asia corridor stood out, recording a 61.9pc increase—its eighth consecutive month of growth—highlighting deepening trade ties and a gradual reconfiguration of logistics routes.

Stronger macroeconomic signals reinforced cargo demand, with global goods trade up 5.2pc in January and manufacturing activity remaining in expansion territory in February.

Still, uncertainty persists. Disruptions to key cargo hubs, fuel volatility and geopolitical tensions could temper momentum in the months ahead.

“With an RPK expansion of 6.1pc, February was a strong month, showing that the fundamentals for demand growth were in place for a positive year. However, without knowing the length and intensity of the war in the Middle East, it is impossible to quantify the full impact that it will have on airline prospects,” Walsh added.

Overall, February’s data points to an aviation sector that is expanding—but cautiously. For Africa, leading growth in both passenger and cargo markets signals more than recovery; it reflects a gradual, if still modest, shift in global aviation dynamics.

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International airlines lobby IATA, has called on European policymakers to redirect aviation sector contributions under the European Union Emissions Trading System (EU ETS) towards accelerating the development of a competitive and scalable sustainable aviation fuel (SAF) market.

The appeal comes as the aviation industry faces rising compliance costs under the EU’s carbon pricing regime, with IATA arguing that a greater share of revenues generated from airlines should be reinvested into decarbonisation efforts—particularly SAF production.

According to the industry body, rechanneling these funds could help close a significant financing gap and support the emergence of a price-competitive, open and mature SAF market across Europe. Current estimates suggest that meeting the EU’s SAF demand could require between €57 billion and €67 billion by 2035, rising to as much as €376 billion by 2050.

The aviation sector is expected to surrender nearly 330 million carbon allowances between 2026 and 2030, generating billions of euros for EU member states. However, IATA notes that only a small fraction of these revenues is currently being reinvested into aviation’s green transition, with existing support mechanisms such as the SAF allowance scheme covering just 4–5 percent of industry needs over the same period.

IATA’s call comes amid growing scepticism among European policymakers over the effectiveness of the EU ETS and its impact on competitiveness. The concerns echo findings in the Draghi Report, which identifies high costs, regulatory complexity and underinvestment as key constraints on Europe’s economic resilience. In a period marked by geopolitical volatility and supply chain disruptions, IATA argues that maintaining strong air connectivity is critical to the region’s global standing.

IATA Director General Willie Walsh argues that a review of the EU ETS presents an opportunity to realign climate policy with practical decarbonisation outcomes.

“European aviation policy must bolster competitiveness as it advances decarbonization. Reviewing the EU ETS offers a critical opportunity to refocus efforts on cost-effective emission reductions. The priority must be the full implementation of CORSIA, the reinvestment of EU ETS revenues into SAF and other credible decarbonization solutions, and the elimination of overlapping measures that add cost and complexity without environmental gain. By doing so, we will protect European air connectivity—a vital strategic asset foundational to EU integration, trade, and commerce. Amid global economic strain and geopolitical volatility, the EU ETS review must deliver a harmonized climate policy framework that balances the sector’s competitiveness with its climate ambitions,” he said.

Beyond funding, the lobby is also advocating for structural reforms to support SAF adoption. A key proposal is the introduction of a “book-and-claim” system, which would allow airlines to purchase SAF credits regardless of where the fuel is physically supplied. This approach is seen as critical for building a liquid and transparent SAF market, particularly in regions without direct access to supply hubs.

At the same time, IATA is warning against policy fragmentation. It is urging the EU to fully align with the International Civil Aviation Organization’s global carbon framework, known as Carbon Offsetting and Reduction Scheme for International Aviation, rather than layering additional regional measures that could increase costs without delivering proportional environmental benefits.

IATA argues that without a more balanced approach, rising carbon costs could weaken air connectivity, limit consumer choice and divert capital away from long-term green investments. It is also calling for a reconsideration of the phase-out of free emissions allowances for airlines, warning that a sharp increase in cost exposure could undermine both operational resilience and decarbonisation efforts.

The debate comes at a critical juncture for the aviation sector, as it seeks to scale up sustainable fuel production while maintaining global competitiveness. For IATA, the solution lies not in increasing the financial burden on airlines, but in ensuring that existing carbon revenues are strategically reinvested to accelerate the industry’s transition to net-zero emissions.

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Airbus is seeing a strong rebound in order activity, with March emerging as one of its busiest months after AerCap placed a firm order for 100 A320neo family aircraft.

The deal, comprising 23 A320neos and 77 A321neos, marks AerCap’s largest direct order for the type with Airbus and reinforces leasing companies’ growing role in fleet renewal strategies across the aviation industry.

The latest transaction builds on a series of orders earlier in the month, including a 20-aircraft A350 freighter order from Atlas Air and a 25-aircraft A320neo order from Air Astana. Combined with 28 orders in February and 49 in January, Airbus’ total order intake for the first quarter of 2026 has reached 222 aircraft.

AerCap CEO Aengus Kelly said the order reflects strong long-term demand for fuel-efficient aircraft, driven by both growth and fleet replacement needs among airline customers. The lessor, the world’s largest aircraft owner, has increasingly focused on modern, lower-emission assets as airlines accelerate fleet upgrades.

For Airbus, the deal underscores continued demand for the A320neo family, its best-selling narrowbody platform. The aircraft offers at least 20 percent fuel savings and lower carbon emissions compared to previous-generation models, aligning with industry efforts to improve efficiency and reduce environmental impact.

The A321neo, the largest variant in the family, has been a key driver of recent orders, offering extended range and higher capacity that allow airlines to serve longer routes with single-aisle economics.

The order momentum also reflects broader industry trends, with airlines and lessors prioritising newer-generation aircraft amid rising fuel costs, sustainability pressures, and the need to optimise operating economics. Airbus has positioned the A320neo family at the centre of this transition, with plans to make all its aircraft capable of operating on up to 100 percent sustainable aviation fuel by 2030.

The growing order pipeline suggests Airbus is entering 2026 with renewed commercial strength, as demand for efficient narrowbody aircraft continues to underpin the global fleet renewal cycle.

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Airports worldwide are facing a new headache as operational bottlenecks persist despite billions being invested in expanding terminals, runways and gates. Global aviation IT provider SITA, says the disconnect points to a deeper structural challenge within modern airport ecosystems, where performance is increasingly shaped not by physical capacity but by how effectively operations are coordinated across stakeholders and systems.

In a new whitepaper, SITA suggests that the problem lies less in physical capacity and more in how effectively airport systems and stakeholders work together.

The report argues that airport performance is increasingly constrained by fragmented decision-making rather than infrastructure gaps. As passenger traffic grows and airport ecosystems become more complex, misaligned operations across airlines, ground handlers, security, and air traffic control are emerging as the primary source of inefficiency.

At the core of the analysis is the concept of Total Airport Management (TAM)—a model that integrates real-time data, predictive analytics and coordinated decision-making across all operational stakeholders. Rather than optimising isolated processes such as check-in or boarding, TAM seeks to align the entire system, enabling earlier responses to disruptions and more efficient use of existing infrastructure.

This shift comes at a time when disruption remains widespread. Data from AirHelp indicates that nearly a quarter of global passengers experienced delays or cancellations in the first half of 2025, underscoring how operational breakdowns ripple across interconnected systems.

The whitepaper identifies three structural challenges that continue to undermine airport performance.

First, siloed performance metrics create unintended consequences. When departments focus narrowly on their own key performance indicators—whether in security, check-in, or gate operations—delays are often pushed downstream rather than resolved. A backlog at security, for example, may simply shift congestion to boarding gates, amplifying disruption across the network.

Second, visibility without coordination limits impact. While many airports now operate sophisticated control rooms and dashboards, simply observing real-time data does not automatically translate into better decisions. Performance improves when stakeholders act on a shared operational picture, supported by predictive insights that anticipate how situations will evolve.

This principle underpins Airport Collaborative Decision Making (A-CDM), a framework promoted by organizations such as Airports Council International, International Air Transport Association, International Civil Aviation Organization and Civil Air Navigation Services Organisation. By aligning stakeholders around shared data and objectives, A-CDM has become a global benchmark for improving operational efficiency.

Third, digital transformation must coexist with live operations. Airports cannot simply replace legacy systems that underpin daily activity. Instead, the report advocates layering intelligent coordination tools on top of existing infrastructure—creating a “single source of truth” that enables better planning, faster decision-making and more effective resource allocation.

Case study in coordination

The approach is already being tested in practice. In Abu Dhabi, a shared operational data platform integrates inputs from airlines, ground handlers, air traffic control and government agencies. By aligning decisions earlier in the operational cycle, the system aims to strengthen resilience, improve on-time performance and support long-term growth without requiring immediate physical expansion.

Industry executives say the implications are significant. Rather than relying solely on costly infrastructure projects, airports could unlock “hidden capacity” by improving coordination—reducing delays and smoothing passenger flows using existing assets.

The findings reflect a broader shift in aviation strategy. As demand recovers and expands, particularly in emerging markets, airports are under pressure to handle higher volumes without proportionate increases in cost or footprint.

According to SITA, the key lies in anticipating disruptions before they escalate. Predictive analytics can identify pressure points—such as incoming delays, congestion risks or staffing constraints—allowing operators to intervene earlier and prevent cascading effects across the system.

The message for airport operators is clear: infrastructure investment remains necessary, but it is no longer sufficient. Performance gains will increasingly depend on how well airports function as integrated systems rather than collections of independent units.

For passengers, the outcome could be fewer delays, smoother connections and more reliable journeys. For the industry, it signals a recalibration of priorities, where digital coordination becomes as critical as physical expansion.

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Aviation technology provider SITA is urging airlines, airports and other transport operators to work more closely together to address the weak points where travel journeys break down, warning that poor coordination across transport modes is quietly eroding passenger confidence and industry revenues.

In a new white paper titled Navigating the Seams of Seamless Travel, SITA argues that practical collaboration—especially through shared data and coordinated operational responses—is the most effective way to improve the increasingly complex journeys passengers make across air, rail, maritime and urban transport networks.

The report notes that while global travel networks are expanding rapidly, journeys still frequently falter at transfer points where passengers switch from one mode of transport to another. At these handover points, information is often lost between operators, responsibilities become unclear, and passengers are left to manage missed connections or conflicting travel rules on their own.

These gaps, according to SITA, create operational blind spots across the wider transport system while also reducing efficiency and revenue for transport providers.

The white paper warns that the risks associated with fragmented transfer points are likely to increase as demand for intermodal travel grows in the coming decades.

Disconnected systems can create cascading disruptions when delays occur, particularly when operators lack visibility of passenger movements across different parts of the journey. Limited data sharing between organizations often prevents coordinated responses at the moments when passengers need them most.

SITA argues that solving these problems does not require major new infrastructure investments or additional standalone platforms. Instead, the solution lies in connecting existing systems and enabling operators to share real-time visibility of passenger flows and operational conditions.

When transport providers align their responses and offer a single trusted, real-time view of the journey, passengers gain confidence while operators are able to make faster and more informed decisions.

“Today, the journey breaks down at the handovers, and that is where value is lost for both passengers and operators,” said Benoit Verbaere, Director of Adjacent Markets at SITA.

“Passengers are forced to act as their own coordinators, stitching together tickets, timetables and rules just to reach their destination. When operators work together to provide one trusted, real-time view of the journey, stress is reduced and confidence, loyalty and value return to the system,” he said.

A central theme of the report is the need to improve how transport operators handle disruptions such as delays or missed connections.

Rather than leaving passengers uncertain about their options, SITA argues that coordinated operators should be able to offer clear alternatives in real time. These options could include continuing the original journey, accepting automatic rebooking, or switching transport modes—provided responsibilities among operators are defined in advance.

“Passengers remember how disruption is handled,” Verbaere said.

“When they feel informed and supported, they come back. Intermodal collaboration is not about building another platform. It is about creating trust, governance and shared ways of working so operators can act together when it matters.”

Athens pilot demonstrates model 

The white paper highlights the TravelWise initiative in Athens as an example of how coordinated data sharing can improve travel management.

Previously, disruption management among the airport, airline, port authority and rail operator relied largely on phone calls and manual processes. Under the TravelWise system, an Intermodal Data Collaboration Platform now integrates flight, train, ship, weather and local event data into a single operational view.

Through dashboards and application programming interfaces (APIs), transport partners can respond more quickly when connections are at risk and provide passengers with clearer travel alternatives.

Rather than recommending large-scale transformation programmes, the white paper proposes a phased approach focused on high-traffic corridors and major event transport networks.

Industry stakeholders are encouraged to begin by identifying specific breakdown points within journeys, bringing relevant operators together and using governed data sharing to coordinate responses.

According to SITA, this gradual approach allows the industry to test solutions through focused pilot projects before expanding them more widely.

By turning fragmented handovers into coordinated action, the company argues, the transport sector can reduce disruption, improve operational performance and rebuild passenger confidence in increasingly complex travel networks.

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The global air cargo industry is accelerating efforts to modernise its digital infrastructure and strengthen security frameworks as mounting geopolitical disruptions and trade tensions reshape international supply chains.

Industry leaders say the sector must urgently address structural weaknesses in data sharing, regulatory coordination and cargo security if it is to maintain its role as a backbone of global commerce.

Those priorities were highlighted at the IATA World Cargo Symposium in Lima, where the International Air Transport Association outlined three key areas that will define the next phase of air cargo development: faster digitalisation, stronger global standards and enhanced safety and security.

“Air cargo plays a critical role in connecting businesses to global markets and keeping supply chains moving, even as the operating environment becomes more complex,” said Brendan Sullivan, IATA’s Global Head of Cargo.

According to Sullivan, external shocks ranging from tariffs to geopolitical tensions are forcing the industry to focus on areas it can control, particularly digital systems, regulatory alignment and supply chain resilience.

Digital transformation reshaping cargo operations

At the centre of the industry’s transformation is the push to replace fragmented cargo data systems with a unified digital architecture.

For decades, air cargo documentation has relied on multiple disconnected databases maintained by airlines, freight forwarders, customs agencies and logistics companies. This fragmentation often leads to duplicated information, delays and compliance risks.

The industry is now attempting to address that problem through ONE Record, a digital standard designed to enable end-to-end cargo data sharing across the supply chain.

Since January 2026, ONE Record has become the preferred method for exchanging cargo data across the industry.

Airlines responsible for more than 70 percent of global air waybill volumes are already moving toward implementation. However, the transition will depend on broader adoption by freight forwarders, regulatory acceptance by governments and investment from technology providers building interoperable digital platforms.

The need for a more integrated data ecosystem has become particularly urgent with the rapid expansion of cross-border e-commerce shipments, which generate enormous volumes of cargo documentation that must remain synchronised across multiple jurisdictions.

The challenge of fragmented global standards

Beyond digitalisation, regulators and airlines are also grappling with growing inconsistencies in global aviation standards.

One area of concern involves the handling of dangerous goods, where national regulatory variations have multiplied over the years. The industry now faces more than 1,200 separate state or operator variations affecting how hazardous materials are handled in air transport.

While local differences are often unavoidable, aviation authorities warn that excessive fragmentation increases complexity in a system that relies heavily on globally harmonised rules.

The framework for transporting dangerous goods by air is anchored in International Civil Aviation Organization regulations under Annex 18, which provide the foundation for safe handling procedures worldwide.

However, industry leaders say those rules need to evolve to keep pace with rapidly changing logistics patterns, including the surge in lithium battery shipments and the growing risk of undeclared dangerous goods entering cargo networks.

Infrastructure access is another emerging pressure point for cargo carriers.

Unlike passenger airlines, cargo operators often struggle to secure long-term airport slots at major international hubs, limiting their ability to plan schedules and scale operations.

Industry leaders say this issue has become increasingly visible at major global hubs including Heathrow Airport, Gatwick Airport, Dubai International Airport and El Dorado International Airport in Bogotá, where cargo flights often receive temporary or ad-hoc slots instead of historic allocations.

The industry argues that more transparent slot allocation systems, guided by the Worldwide Airport Slot Guidelines, are essential to ensuring cargo airlines can operate reliably within increasingly congested airport infrastructure.

Security risks rising across global logistics networks

Alongside operational challenges, aviation regulators are also warning about rising security risks within global cargo supply chains.

Air freight networks are increasingly seen as potential targets for criminal or malicious activity, including smuggling, sabotage or the transport of undeclared hazardous materials.

To address this risk, the industry is calling for wider adoption of the Cargo Consignment Security Declaration, a system used to confirm that shipments have undergone appropriate security screening throughout the supply chain.

However, implementation remains uneven across jurisdictions.

IATA is encouraging governments and logistics operators to transition toward electronic versions of the declaration, known as e-CSD, which could reduce manual processes while improving the accuracy and traceability of security data.

At the same time, industry leaders are seeking greater coordination between national cargo security programs, particularly those requiring pre-loading advance cargo information before shipments are loaded onto aircraft.

The push for digitalisation, stronger standards and improved security reflects a broader shift in how the air cargo industry views its role in global trade.

During the pandemic, air freight proved indispensable in maintaining supply chains for medical equipment, pharmaceuticals and high-value goods.

Since then, geopolitical tensions, trade disputes and supply chain disruptions have reinforced the need for more resilient logistics systems.

For airlines, regulators and logistics providers, the challenge now is ensuring that the air cargo ecosystem evolves quickly enough to handle rising demand, increasingly complex regulations and new technological risks.

Industry leaders say the outcome will determine whether air cargo can continue serving as one of the world’s most reliable connectors between production centres and global markets.

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African aviation leaders will gather in Addis Ababa in late April to evaluate progress in reforming the continent’s fragmented air transport sector, as the industry works to address persistent safety gaps, regulatory fragmentation and limited connectivity that continue to constrain growth.

The IATA Focus Africa Conference will take place on April 29–30 in Addis Ababa under the theme “Elevating Aviation Safety, Connectivity, and Operational Efficiency in Africa.” Just like the previous three editions, the conference is hosted by Ethiopian Airlines and organised by the International Air Transport Association.

The meeting comes passenger demand across the continent continues to grow steadily, yet the sector still struggles with high operating costs, regulatory fragmentation and relatively weak intra-African connectivity compared with other regions.

“Aviation has the potential to do much more to enable Africa’s economic and social development,” said Kamil Alawadhi, IATA’s Regional Vice President for Africa and the Middle East.

According to Alawadhi, improving safety standards, harmonising regulations and reducing operational costs will be central priorities for the industry as it prepares to support annual demand growth of between three and four percent across the continent.

The Addis Ababa gathering forms part of the broader Focus Africa initiative, which IATA launched in 2023 to address structural barriers limiting aviation’s contribution to economic development. The programme aims to align governments, regulators and airlines around practical reforms to strengthen the continent’s aviation ecosystem.

Since its launch, the initiative has produced several operational developments. Among them has been support for the rollout of combined Advance Passenger Information and Passenger Name Record systems, widely known as API-PNR, in twelve African countries. These systems enable airlines to transmit passenger identity and booking information to border authorities before departure, strengthening security while helping streamline immigration procedures.

Another area of progress has been the expansion of financial settlement infrastructure that underpins airline operations. New Billing and Settlement Plan operations have been introduced in Sierra Leone and South Sudan, while the Cargo Account Settlement System CASS has been expanded to Ghana and Ivory Coast. These systems centralise billing and payments between airlines, cargo operators and travel agents, helping reduce disputes and improve cash flow across the aviation value chain.

Payment challenges have long been a constraint for airlines operating in several African markets, particularly where travel agents have limited access to efficient digital payment tools. To address this, IATA has introduced its Easy Pay platform in a number of countries including Cameroon, Chad, Gabon, Congo, Mauritius and Sierra Leone. The system allows agents to settle airline transactions more efficiently, reducing delays and easing cash flow pressures for carriers.

Beyond operational improvements, industry leaders are expected to focus on expanding intra-African connectivity, which remains one of the continent’s most persistent aviation challenges. Travellers flying between African cities frequently face indirect routings through hubs in Europe or the Middle East due to limited direct links.

One of the major policy initiatives designed to address this issue is the Single African Air Transport Market, which seeks to liberalise air services across the continent by removing restrictive bilateral agreements between countries. Although progress has been uneven, aviation leaders increasingly view the initiative as essential to unlocking Africa’s aviation potential and strengthening regional trade and tourism.

The Addis Ababa conference will bring together a broad cross-section of airline executives, regulators and aviation policymakers from across the continent. Among those expected to speak are Mesfin Tasew, Group Chief Executive Officer of Ethiopian Airlines; de Villiers Engelbrecht, Chief Executive Officer of Airlink; George Kamal, Chief Executive Officer of Kenya Airways; Adefunke Adeyemi, Secretary General of the African Civil Aviation Commission; Abderahmane Berthe, Secretary General of the African Airlines Association; and Aaron Munetsi, Chief Executive Officer of the Airlines Association of Southern Africa.

Discussions will focus on strengthening aviation safety oversight, improving connectivity between African cities and advancing digital innovations that can improve operational efficiency across the industry.

The outcome of these conversations could prove significant for the future of African aviation. Despite steady demand growth and a young, mobile population, the continent still accounts for only a small share of global air traffic. Industry leaders argue that stronger regulatory coordination, improved safety performance and more efficient operational systems will be essential if Africa is to realise aviation’s full economic potential.

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An estimated 12 pc to 15 pc of maritime trade and around 30 pc of global container traffic passes through the Suez Canal. The Suez Canal is also a key trade route for coffee shipments from Asia to the Mediterranean and southern Europe.

During the season between late 2024 and late 2025, Uganda overtook Ethiopia as Africa’s top coffee exporter, shipping out 8.4 million bags worth $2.4 billion. In January total earnings from coffee reached just over $160 million.

Meanwhile, according to industry analysts Sucafina, futures prices on the coffee markets have started to rise again especially for the Arabica variety. The week ending Friday March 6, saw the contract for May delivery in New York and London at 293.30 cents and $3,772, up 4.5% and 4.1% respectively on the previous Friday. On Monday, Barchart reported that New York Arabica coffee prices posted a new 3-week high. In London, Robusta futures prices were down by 1.54 pc on Tuesday to $3713 a tonne.

Soaring coffee exports from Vietnam, the world’s largest Robusta producer, are bearish for Robusta prices. Vietnam’s National Statistics Office reported on March 6 that its January to February 2026 coffee exports rose by 14 pc year-on-year to 366,000 metric tonne.

The war in Iran has halted shipping through the Strait of Hormuz. The closure of the waterway has increased global shipping rates, insurance, and fuel costs, and raises costs for coffee importers and roasters.

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According to a recently published paper by the African Travel & Tourism Association (ATTA), Africa’s aviation sector is experiencing record growth, with international seat capacity increasing by 18.6 pc year-on-year.

While North Africa might have the largest number of seats so far for 2026 with a 10.7 pc boost giving it 71.1 million seats, the region’s growth levels has been outstripped by Eastern Africa where a 24.3 pc jump in seats means 46.5 million departure seats are currently available for 2026. Meanwhile, Southern Africa’s increase of 19.1 pc gives it 35.5 million seats. Only Central and Western Africa have remained the same at about 29.2 million seats.

Kgomotso Ramothea, the ATTA Chief Executive Officer said, “East Africa is where the energy is right now. The combination of world-class wildlife, improving infrastructure and visionary airlines is creating a perfect storm for aviation growth.”

Titled, Africa in the Air: Aviation & Tourism Outlook 2026, the paper explores the rapid resurgence of aviation capacity across Africa and its pivotal role in driving the continent’s tourism growth by drawing on data from aviation analysts and global industry bodies.

Author, Ed Robertson says in the first 10 months of 2026, for which data is available, OAG statistics show that there are 182.4 million departure seats available in Africa, a 13.7 pc increase on the 160.4 million available in the same period in 2025 while also double the 6.1 pc growth seen between the whole of 2024 and 2025.

Official Airline Guide (OAG) is the world’s leading provider of digital flight information, intelligence and analytics for airports, airlines and travel tech companies. The paper also exams the expansion in international airlift, the growing demand from key source markets and significant infrastructure investment in emerging hubs.

Of the 182.4 million seats scheduled to leave airports so far this year, 129.5 million serve the international – out of Africa – market and it is here that the key growth can be seen with an 18.6 pc increase on available seats compared to the 3.3 pc increase in domestic – intra-Africa – seats to 52.9 million.

The OAG data also shows that Egypt remains the biggest market with 30.9 million departure seats available from January to October 2026, a 12.6 pc increase on the same period in 2025, while South Africa’s 26.8 million seats for 2026 represent a 19.6 pc increase. Third placed Morocco’s 22.5 million seats are 21.8 pc more than in 2025 while Ethiopia enjoyed growth of 31.2 pc with 17 million departure seats so far assigned for 2026, followed by Kenya’s 10.2 million seats which represent an increase of 22.3 pc this year

This 2026 growth in African aviation is built on strong foundations, with the UN Tourism’s World Tourism Barometer showing that Africa enjoyed the strongest growth globally of 10 pc in the first nine months of 2025 when the number of over-night global international tourists grew by 50 million, 5 pc year on year, to 1.1 billion.

The UN Tourism’s figures also show that of the top 20 best performing destinations globally, five were African with Egypt growing by 20 pc, South Africa up by 19 pc, Ethiopia increasing by 15 pc, Morocco by 14 pc and the Seychelles enjoying a 13 pc boost.

Ethiopian Airlines leads the continent as Africa’s largest international carrier with 23.8 million departure seats scheduled for January3 October 2026, cementing its role as the continent’s primary hub connector.

The need for more African routes was highlighted at the 2025 AviaDev Africa conference in Zanzibar, where routes such as Maputo-Entebbe, Kigali-Lusaka, and Dar es Salaam-Brazzaville were identified as transformative for intra-African tourism.

Just a single 100-seat aircraft operating three times a week could boost such routes, especially given that 28 pc of intra-African routes are visa-free, with countries like Rwanda, Ghana and Namibia further opening up via visa-on-arrival or e-visa programmes.

However, Africa’s aviation potential is significantly constrained by the absence of a meaningful pan-African open skies agreement. High taxes, protectionist policies and fragmented bilateral air service agreements continue to inflate ticket prices and limit route development across the continent.

African airlines, already operating on thin margins, are particularly exposed to aviation fuel increases caused by current geopolitical instability; governments could consider reducing fuel taxes to sustain growth.

The African Union’s Single African Air Transport Market (SAATM), launched in 2018, was designed to liberalise intra-African air travel. However, progress has been slow, with only 38 of 55 AU member states having signed up and fewer still having fully implemented its provisions. The result is that intra-African air travel remains among the most expensive in the world relative to distance travelled.

“The lack of any meaningful pan-African open-skies agreement continues to impact the sector. None of these problems are insoluble and we are urging governments, tourist boards and airlines to work more closely together,” Ramothea said.

The International Air Transport Association (IATA) estimates that full liberalisation of African aviation could generate an additional $1.3 billion in GDP and create 155,000 new jobs across the continent. With African passenger numbers predicted to reach 345 million per annum by 2043, the stakes for getting policy right have never been higher.

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