The International Air Transport Association (IATA) has launched a continent-wide programme of safety training workshops aimed at helping African aviation to improve operational safety, one of its biggest performance gaps with the rest of the world.

The initiative, unveiled in Nairobi under IATA’s Focus Africa programme, will provide monthly workshops and webinars designed to equip aviation professionals with practical skills to improve safety management, ground operations and risk mitigation.

The move comes as Africa continues to record accident rates significantly above the global average despite recent improvements.

According to IATA, Africa recorded 7.86 accidents per million flight sectors in 2025, an improvement from the continent’s five-year average of 9.37 accidents per million sectors. However, the figure remains several times higher than the global average, highlighting the need for sustained investment in safety systems and human capacity.

“The all-accident rate for Africa was 7.86 accidents per million sectors in 2025. That’s an improvement compared to Africa’s five-year average of 9.37, but as this is still several times the global average, we have more work to do,” said Kamil Alawadhi, IATA’s Regional Vice-President for Africa and the Middle East.

He said the Collaborative Aviation Safety Improvement Programme (CASIP) is intended to bring together industry expertise to strengthen safety performance across the continent through practical training and knowledge sharing.

“Through the CASIP safety workshops, we are bringing together the expertise of industry partners to foster knowledge exchange and give safety professionals practical tools and best practices that can help strengthen safety performance across the continent,” Alawadhi said.

The programme began with an in-person Safety Management Systems (SMS) workshop in Nairobi earlier this month, delivered with support from Boeing, Kenya Airways and the International Federation of Air Line Pilots’ Associations (IFALPA).

Further training sessions are scheduled throughout the year, covering some of the industry’s most pressing operational risks.

August’s programme will focus on Ground Operations Risk Management, followed by a Space Debris Awareness webinar in September. An in-person Runway Safety Workshop is planned for October, while November will address Global Navigation Satellite System (GNSS) Radio Frequency Interference, an emerging operational concern for airlines worldwide.

The programme also complements broader efforts under IATA’s Focus Africa initiative, which seeks to improve aviation’s contribution to economic development by addressing long-standing constraints including safety, infrastructure, connectivity, sustainability and affordability.

CASIP brings together an extensive coalition of international aviation organisations, manufacturers and airlines, including the African Civil Aviation Commission (AFCAC), African Airlines Association (AFRAA), Airlines Association of Southern Africa (AASA), Airbus, Boeing, the European Union Aviation Safety Agency (EASA), the US Federal Aviation Administration (FAA), the International Civil Aviation Organization (ICAO), IFALPA and Kenya Airways.

The collaborative approach reflects growing recognition that improving aviation safety in Africa requires coordinated action by regulators, airlines, manufacturers, air navigation service providers and international partners.

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When the International Air Transport Association (IATA) launched its 25by2025 campaign six years ago, it challenged the global aviation industry to improve female representation in senior leadership and other traditionally underrepresented roles. By appointing Saadia Zahidi as its first female Director General, the world’s leading airline trade body has now embodied the very change it urged the industry to embrace.

The IATA Board on Thursday named Zahidi, a Managing Director and Member of the Managing Board at the World Economic Forum (WEF), as the association’s ninth Director General. She takes office on November 1, succeeding Willie Walsh, who steps down at the end of July after steering the airline industry through its post-pandemic recovery.

Her appointment marks a historic milestone for an organisation that represents some 350 airlines accounting for more than 80 percent of global air traffic.

It also reinforces IATA’s long-standing campaign to promote greater gender diversity across aviation, an industry where women remain underrepresented in executive leadership despite growing participation in technical and operational roles.

Launched in 2019, the 25by2025 initiative encouraged airlines and aviation stakeholders to increase female representation by 25 percent, or to a minimum of 25 percent, in senior positions and underrepresented occupations by 2025.

Although significant progress has been made across the industry, leadership at the highest levels has remained largely male dominated, making Zahidi’s appointment particularly symbolic.

“The Board is very pleased to appoint Saadia Zahidi as Director General,” said Roberto Alvo, Chair of the IATA Board of Directors and Chief Executive Officer of LATAM Airlines Group.

He said Zahidi’s extensive experience at the World Economic Forum would strengthen IATA’s role as the global voice of the airline industry at a time when aviation faces profound technological and geopolitical change.

“The global air transport industry is a trillion-dollar sector that has and continues to change the world for the better,” Alvo said. “Technology and geopolitics, among others, will reshape the industry in the future and Saadia brings the right skills to effectively articulate what our industry needs to continue connecting people and economies safely, efficiently and sustainably.”

Before joining IATA, Zahidi spent more than two decades at the World Economic Forum, where she established and currently leads its Centre for the New Economy and Society.

She has also led the Forum’s work on global communications, economic growth and labour markets, while authoring influential publications including the Future of Jobs Report, Global Gender Gap Report and Future of Growth Report.

Her career has focused on the intersection of economic transformation, labour markets, technology and inclusive growth—issues increasingly shaping the future of global aviation.

“I am honoured to help advance IATA’s mission to represent, lead and serve the airline industry at this pivotal moment,” Zahidi said following her appointment.

She described aviation as critical infrastructure supporting economic growth, trade, tourism, investment and employment, adding that her priority would be to work with airlines, governments and industry partners to strengthen innovation, resilience and sustainable growth.

Walsh, the former British Airways and International Airlines Group chief executive, leaves after overseeing IATA through one of the most challenging periods in aviation history as airlines rebuilt operations following the COVID-19 pandemic.

Recognising the transition period, IATA has appointed Chief Financial Officer and Senior Vice President for Corporate Services Sandrine Le Borgne as Interim Director General between Walsh’s departure on July 31 and Zahidi’s assumption of office in November.

For African aviation, Zahidi’s appointment comes at a time when the continent is striving to unlock its enormous aviation potential through market liberalisation, improved infrastructure, and deeper regional integration—reforms that IATA has long championed.

Her appointment also signals a broader evolution within one of aviation’s most influential institutions—demonstrating that diversity in leadership is becoming not only an aspiration for the airline industry, but a reality at its highest level.

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South Sudan has dismissed reports circulating on social media and some media outlets claiming that it has introduced a selective visa-free entry policy favouring nationals of Egypt and Tanzania while maintaining visa requirements for citizens of other East African Community (EAC) member states.

In a press statement issued on July 22, the Ministry of Foreign Affairs and International Cooperation described the reports as “false and misleading,” saying no such policy had been adopted by the Government of South Sudan.

The clarification comes amid growing interest in regional travel and trade facilitation under the East African Community framework, where member states have been working towards easing the movement of people, goods and services.

“The Ministry of Foreign Affairs and International Cooperation reaffirms the statement issued by the Ministry of Interior addressing false and misleading claims which continue to circulate on some media outlets regarding alleged new visa-free entry policy for nationals of the Arab Republic of Egypt and the United Republic of Tanzania,” the statement said.

The ministry emphasised that decisions relating to immigration, visas and border entry remain the exclusive mandate of the Directorate of Civil Registry, Nationality, Passports and Immigration under the Ministry of Interior.

It urged the public, diplomatic missions, development partners and media organisations to seek information only from the competent authorities before circulating reports relating to South Sudan’s immigration policies.

The government also rejected suggestions that it was extending preferential treatment to selected countries while excluding others with which it has existing bilateral and regional commitments.

South Sudan noted that, as a member of the East African Community (EAC), the Intergovernmental Authority on Development (IGAD) and the African Union (AU), it remains committed to honouring its regional obligations.

“The Government of the Republic of South Sudan cannot be selective towards the sisterly states of the Arab Republic of Egypt and the United Republic of Tanzania while disregarding the other member states and bilateral cooperation agreements on visas signed with other countries,” the ministry said.

The clarification is likely to reassure regional traders and transport operators who depend on predictable cross-border travel arrangements between South Sudan and its neighbours.

South Sudan remains one of Uganda’s most important regional trading partners and the country’s third-largest export market. Thousands of Ugandan traders, transporters and service providers regularly travel to South Sudan, while hundreds of cargo trucks cross the Elegu-Nimule and Oraba-Kaya border posts each day during peak trading periods.

The ministry called on the public and the international community to disregard what it described as “false information” and to verify immigration-related announcements through the relevant government authorities.

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SalamAir on Tuesday inaugurated direct flights between Muscat and Kigali, opening a new Gulf gateway for East African travellers and reinforcing Rwanda’s growing appeal as an aviation, tourism and investment hub.

The inaugural flight, OV371, landed at Kigali International Airport at 11:44 a.m. local time aboard an Airbus A321neo after departing Muscat with an official Omani delegation to commemorate the launch. The new service, which will operate twice weekly, marks SalamAir’s newest African destination and extends the airline’s network deeper into East Africa.

While the route adds another travel option, its significance extends well beyond the launch of a new city pair. It reflects a broader shift in Gulf aviation strategy, with airlines increasingly looking beyond the established mega hubs of Dubai, Doha and Abu Dhabi to capture emerging traffic flows into Africa’s fast-growing economies.

The Omani low-cost carrier becomes the latest Middle Eastern airline to establish direct links with Rwanda as demand for business, tourism and transit travel continues to grow.

For decades, East African travellers heading to Asia, the Middle East and Europe have relied heavily on connections through the Gulf’s major hubs. SalamAir’s entry introduces Muscat as an alternative gateway, broadening travel choices while strengthening Oman’s ambition to position Muscat International Airport as a competitive regional hub under the country’s Vision 2040 economic diversification strategy.

For Rwanda, the route reinforces a deliberate policy of attracting multiple international airlines alongside the expansion of national carrier RwandAir. Rather than relying on a single airline to drive connectivity, Kigali has steadily built an aviation ecosystem that combines a growing home carrier with increasing access from foreign airlines, enhancing competition and expanding international reach.

SalamAir Chief Executive Officer Adrian Hamilton-Manns described Kigali as a high-potential market that fits the airline’s long-term expansion plans.

“The launch of Kigali marks another important milestone in SalamAir’s growth journey as we continue expanding our network into high-potential markets that support tourism, business and stronger international connectivity,” he said.

Hamilton-Manns added that Rwanda presents significant opportunities while the new service advances both SalamAir’s commercial growth strategy and Oman’s Vision 2040 objectives.

The airline said the twice-weekly flights are expected to stimulate tourism, business travel and cultural exchange while providing passengers with seamless onward connections across SalamAir’s expanding network spanning the Middle East, Asia, Africa and Europe.

Rwanda’s Ambassador to the Sultanate of Oman, Dan Munyuza, said the direct link would strengthen the movement of travellers, businesses and cargo while creating new opportunities for trade, tourism and investment between the two countries.

Beyond strengthening bilateral relations, the launch also reflects a wider transformation taking place across African aviation. As Gulf carriers seek growth beyond their traditional markets, secondary African cities are becoming increasingly attractive destinations. Rising incomes, expanding tourism, improving business environments and underserved international air links are encouraging airlines to establish direct services instead of routing passengers through larger African gateways.

For Kigali, the strategy further cements its ambition to become a regional aviation hub despite Rwanda’s relatively small domestic market. A steady stream of new international routes over the past decade has positioned the city as one of East Africa’s fastest-growing aviation gateways and an increasingly important entry point into the Great Lakes region.

Kigali expands SalamAir’s African footprint while providing access to a market where international low-cost competition remains relatively limited. The service also offers East African travellers an alternative Gulf connection as airlines compete more aggressively on fares, convenience and network reach.

Although initially operating only twice a week, the Muscat-Kigali route signals the deepening of aviation ties between Africa and the Gulf and illustrates how mid-sized carriers are increasingly viewing East Africa as a promising frontier for future aviation growth.

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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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Uganda Airlines is set to restore one of its two grounded Airbus A330-800neo aircraft to service this week, providing a significant boost to the national carrier’s long-haul operations as it works to stabilise its fleet.

Sources familiar with the airline’s maintenance programme told 256 Business News that aircraft 5X-NIL is returning to Entebbe after undergoing an engine replacement in France, ending a grounding that had kept the wide-body jet out of service since February.

The aircraft departed Entebbe for maintenance facilities at Paris Orly Airport on July 14, where one of its Rolls-Royce Trent 7000 engines was replaced. Following the completion of the work, the aircraft is now ferrying back to Uganda and is expected to arrive at Entebbe International Airport at about 7:44 a.m. local time before being deployed on the airline’s Mumbai service later in the day.

The return of 5X-NIL marks a significant milestone in Uganda Airlines’ efforts to restore its long-haul fleet after months of operational constraints linked to engine availability.

Until late April, both of the airline’s Airbus A330-800neos had been grounded. The situation eased after aircraft 5X-CRN was returned to service following the transfer of one of the serviceable engines from sister ship 5X-NIL, whose engine had reached its operating limit and required replacement.

However, the relief proved short-lived. 5X-CRN was itself withdrawn from service in June for scheduled maintenance, leaving the airline once again without an operational A330 and prompting it to wet-lease Ethiopian Airlines Boeing 787 Dreamliner ET-AOU to protect its long-haul schedule.

The aircraft will effectively take over from the Ethiopian Airlines Boeing 787 Dreamliner, registration ET-AOU, which has been operating selected Uganda Airlines services under a wet-lease arrangement.

The leased aircraft operated the airline’s London service on Friday and, after arriving back in Entebbe on Saturday morning, is expected to undertake a charter flight to Bangui in the Central African Republic before repositioning for its ferry flight back to Addis Ababa.

According to sources, the returning A330 will assume operations on both the Mumbai and London routes, restoring Uganda Airlines’ own wide-body capacity on the two strategically important international services.

The development comes as the airline prepares the second aircraft affected by engine-related maintenance, 5X-CRN, for a similar visit to Paris for an engine replacement programme.

Industry observers say the phased maintenance approach is intended to ensure that at least one Airbus A330 remains available for scheduled operations while the second aircraft undergoes repairs, reducing disruption to passengers and protecting the airline’s growing international network.

Sources added that although ET-AOU is expected to return to Ethiopia, the aircraft will remain available on call until the end of December should Uganda Airlines require additional cover during the ongoing fleet recovery programme.

With 5X-NIL returning to service, Uganda Airlines expects to resume operating both its London Gatwick and Mumbai routes using its own aircraft. Attention will then shift to 5X-CRN, which is expected to travel to Paris in the coming weeks for an engine replacement, completing what sources describe as a phased fleet recovery programme designed to minimise disruption while restoring the airline’s two-aircraft long-haul operation

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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 has entered the decisive final phase of its latest Ebola response after discharging the last patient from treatment, triggering the internationally recognised 42-day countdown that must elapse before the country can be declared free of the outbreak.

The milestone marks a significant public health achievement. It also offers hope for sectors of the economy that have borne the cost of the outbreak, particularly aviation, tourism, cross-border trade and international travel.

Health Minister Dr Chris Baryomunsi announced that the last patient had been discharged exactly two months after Uganda declared an outbreak of the Bundibugyo strain of Ebola on May 15.

Of the 20 confirmed cases recorded during the outbreak, 18 patients recovered while two died. However, the Minister cautioned that Uganda has not yet reached Ebola-free status.

“Discharging the last patient does not mean Uganda is now Ebola-free. According to international guidelines, once the last patient is discharged, we begin the countdown,” he said.

If no new infections are detected over the next 42 days—equivalent to two Ebola incubation periods—Uganda will officially be declared free of the disease.

Although the outbreak remained relatively contained, its economic impact extended well beyond the health sector.

Several countries issued travel advisories warning their citizens about travel to Uganda, affecting tourism, business travel and investor confidence during the outbreak.

The United States was among the countries that advised travellers to exercise heightened caution, reflecting the broader reputational risks that accompany Ebola outbreaks regardless of their actual scale.

Uganda’s aviation sector also absorbed significant disruption.

Authorities effectively suspended cross-border movement with the Democratic Republic of Congo, the source of most confirmed infections, forcing Uganda Airlines to suspend its Entebbe-Kinshasa service.

The national carrier also experienced reduced traffic on its Dubai route after visas previously issued to travellers from Uganda were cancelled by authorities in the United Arab Emirates, disrupting passenger demand on one of the airline’s key international services.

For airlines, tourism operators and exporters, the start of the 42-day countdown provides the first realistic timeline for restoring normal travel patterns.

Imported outbreak, limited transmission

According to the Ministry of Health, the outbreak remained largely an imported event.

Dr Baryomunsi said 15 of the 20 confirmed cases involved Congolese nationals who were not resident in Uganda. The remaining infections included four health workers who contracted the virus while treating the index patient before Ebola had been confirmed, and a driver who transported one of the patients.

Importantly, health authorities succeeded in preventing widespread community transmission.

After the initial infections, no further transmission occurred within healthcare facilities, a development officials attribute to rapid case identification, isolation and strengthened infection prevention measures.

Officials say Uganda’s response demonstrates the value of sustained investment in epidemic preparedness.

The Ebola Treatment Unit at Mulago National Referral Hospital managed 18 patients during the outbreak, with 17 surviving.

Dr David Kaggwa, who heads the Emergency Medical Team, credited multidisciplinary care involving clinicians, nurses, nutritionists, psychosocial specialists and other healthcare professionals for the high recovery rate.

The World Health Organization described the outcome as evidence that preparedness saves lives.

WHO Country Representative Dr Kasonde Mwinga said Uganda’s pre-positioned medical supplies, trained emergency teams and specialised treatment facilities enabled a rapid response that limited fatalities and interrupted transmission.

The outbreak recorded a case fatality rate of below 10 percent—one of the lowest documented in Ebola response efforts.

Final hurdle

While the discharge of the last patient marks a major milestone, health officials warn that vigilance remains critical throughout the 42-day observation period.

Any confirmed case would restart the countdown.

For Uganda, therefore, the coming six weeks represent more than a public health benchmark. They are the final step towards restoring international confidence, normalising regional travel and allowing sectors affected by the outbreak—from aviation and tourism to trade and investment—to resume full operations.

If the country successfully completes the countdown without another infection, Uganda will not only close another Ebola chapter but reinforce its growing reputation as one of Africa’s most experienced responders to infectious disease outbreaks.

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The busiest air route in Africa carried just 3.4 million passengers in 2025.

That distinction belongs once again to the Cape Town-Johannesburg corridor, according to the latest World Air Transport Statistics (WATS) released by the International Air Transport Association (IATA) today.

On the surface, it is an impressive figure. But beneath the headline lies one of African aviation’s deepest contradictions. A single domestic corridor linking Cape Town and Johannesburg moves more passengers than the entire aviation markets of many African nations—a reminder that Africa’s challenge is not population, but the concentration of economic activity and the absence of broad-based air connectivity.

A continent of nearly 1.5 billion people still generates remarkably little air traffic compared with other regions, depriving airlines of the passenger volumes needed to sustain profitable operations, finance fleet expansion and lower ticket prices.

The Cape Town-Johannesburg route remains Africa’s commercial aviation powerhouse, connecting South Africa’s two largest economic centres with 3.4 million passengers during 2025. Yet globally it barely registers alongside the world’s busiest domestic corridor between Jeju and Seoul, which handled 13.3 million passengers—almost four times Africa’s busiest route.

The comparison is revealing in a number of ways. Air transport is fundamentally a volume business. Airlines become commercially stronger when they can spread fixed costs across millions of passengers. High-frequency domestic and regional routes generate the traffic that keeps aircraft flying, crews productive and airport infrastructure fully utilised. Those same volumes make it possible to expand international services and invest in newer, more fuel-efficient aircraft.

Africa lacks that critical mass. Despite accounting for almost 18 percent of the world’s population, the continent contributes only a small fraction of global passenger traffic. Most African countries have relatively small domestic markets, while cross-border travel remains constrained by restrictive bilateral air service agreements, visa requirements, high airport charges, taxation and fragmented aviation markets.

The result is a vicious cycle. Limited passenger numbers force airlines to spread operating costs across fewer travellers, making African airfares among the highest in the world on a per-kilometre basis. Higher fares, in turn, suppress demand, leaving aircraft flying with lower load factors and reducing the commercial viability of new routes.

The IATA World Air Transport Statistics report underscore this imbalance.

Elsewhere, domestic markets continue to anchor aviation growth. Asia-Pacific dominated the world’s busiest airport pairs in 2025, with every one of the global top ten routes operating within national borders except the Jeddah-Riyadh corridor in Saudi Arabia. Even Latin America’s busiest domestic route between Bogotá and Medellín carried 3.5 million passengers, narrowly exceeding Africa’s busiest connection despite serving a much smaller regional population.

The data reinforce an uncomfortable reality that Africa’s aviation challenge is not primarily a shortage of aircraft but a critical shortage of traffic.

That makes implementation of the Single African Air Transport Market (SAATM) increasingly urgent. Liberalising market access, removing regulatory barriers and improving regional connectivity would allow airlines to stimulate demand rather than compete over a limited pool of passengers.

The report also shows the global industry continuing to modernise. New-generation aircraft such as the Airbus A350 and Boeing 787 Dreamliner recorded strong growth in utilisation during 2025, while the Airbus A320/321 family with 12.9 million flights and the Boeing 737 family with 10.8 million flights, remained the world’s workhorse.

African airlines are gradually joining that transition, but fleet modernisation alone will not transform the industry’s fortunes.

For governments investing billions in airports and national carriers, the real objective should be creating dense, connected markets that generate sustainable passenger volumes. Viable airlines are built not simply by owning aircraft, but by ensuring enough people have both the freedom and the economic means to fly.

Until Africa unlocks that demand, its aviation industry will continue to punch well below the weight of its population—and the Cape Town-Johannesburg route will remain a reminder of both the continent’s progress and its unrealised potential.

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United Airlines is extending the battle for premium passengers beyond business class, unveiling a new Economy Plus seating concept that offers travellers something airlines have rarely provided in economy cabins: more personal space without paying for a premium cabin.

The U.S. carrier announced that all 50 of its new Airbus A321XLR aircraft will feature a dedicated Economy Plus row where the middle seat is permanently removed and replaced with a shared table, creating additional elbow room for passengers seated at the window and aisle.

The product, which goes on sale later this year ahead of the aircraft’s commercial introduction, underscores a broader shift in airline strategy as carriers seek new ways to increase revenue while responding to changing passenger expectations on longer narrowbody flights.

The innovation comes only weeks after United unveiled its United Relax Row, an economy seating concept on selected Boeing 787 and Boeing 777 aircraft that converts an entire row into a lie-flat surface, scheduled to enter service in early 2027.

“We’re investing nose-to-tail across our fleet and giving customers choice and value in every cabin,” said Andrew Nocella, United’s Executive Vice President and Chief Commercial Officer.

Unlike traditional economy seating, the new arrangement leaves the middle seat permanently vacant, replacing it with a fixed table finished in a leather-like material complete with integrated cup holders.

Passengers will also retain the additional three inches of legroom already offered in Economy Plus, effectively creating a hybrid product positioned between standard economy and premium economy.

Industry analysts say the concept reflects a growing recognition that comfort has become an increasingly important differentiator as airlines deploy narrowbody aircraft such as the Airbus A321XLR on transatlantic and other medium-haul international routes lasting six to nine hours.

Rather than relying solely on business-class upgrades, airlines are increasingly introducing intermediate products designed to appeal to leisure travellers and cost-conscious business passengers willing to pay modest premiums for additional comfort.

The A321XLR Changes Airline Economics

United’s latest innovation also highlights the strategic importance of the Airbus A321XLR, one of the aviation industry’s most closely watched aircraft.

The long-range narrowbody enables airlines to operate thinner international routes that would be uneconomical with larger widebody aircraft while offering passengers a cabin experience approaching that of long-haul jets.

United’s configuration includes 32 premium seats—double the number found on the Boeing 757s the aircraft will replace—including all-aisle-access Polaris business suites with privacy doors.

Every passenger, regardless of cabin, will have access to 4K OLED entertainment screens with Bluetooth connectivity, larger overhead bins and redesigned cabin interiors.

The airline expects to begin domestic A321XLR operations later this year before launching international services in early 2027.

A Broader Industry Trend

United’s move reflects an industry-wide shift towards product segmentation, where airlines increasingly monetise comfort rather than simply adding more seats.

As aircraft technology allows airlines to fly longer routes with single-aisle jets, passenger expectations are evolving, particularly on journeys lasting several hours.

The introduction of products such as the Economy Plus open-seat concept and the Relax Row suggests airlines now see significant commercial opportunities in creating new categories between standard economy and premium cabins.

For passengers, the result could be more choice—and potentially greater comfort—without the price tag associated with business class.

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