Charles Alcock is managing editor of the AIN Media Group, having rejoined the company in 2019. He has been an aviation journalist since 1986, and previously worked for AIN from 1990 to 2017, most recently as editor-in-chief. His main focus is on covering new aviation technology and business models, as well as international news.
Having been raised in the London area, Alcock studied at the University of Manchester in the UK and earned an honors degree in Politics and Modern History. He speaks English and French, and some German.

Managing Editor

Charles Alcock

Kaleyesus Bekele

Propelled by economic growth, burgeoning inward investment, and an expanding middle class, the African business aviation market is getting bigger. But the industry could be looking at even brighter prospects if more progress could be made in clearing barriers to increased flight activity, according to the African Business Aviation Association (AfBAA).
This week, at the Aviation Africa summit and exhibition in the Kenyan capital Nairobi, AfBAA leaders will meet with counterparts at the African Civil Aviation Commission and the African Airlines Association as part of AfBAA’s ongoing efforts to rationalize regulations and operating requirements across the continent. AfBAA chairperson Dawit Lemma told AIN that there is an urgent need to make overflight and landing permits easier to secure, as well as to address factors that undermine growth, such as elevated and inconsistent air traffic control charges.
“Unfortunately, it can still be very difficult to fly in Africa,” Lemma commented. “Not just due to limited infrastructure, such as a lack of FBOs, but because there are big differences in how permits are issued between the 55 [African Union] states.”
In theory, change is coming via the African Union’s Single African Air Transport Market (SAATM) that was launched several years ago. However, implementation of its supposedly liberalizing measures has proved to be slow, with only 33 of the 55 national governments ratifying the agreement so far.
“We could achieve [regulatory] commonality when SAATM is fully ratified, and we are seeing some real change with permits being the lowest-hanging fruit to go after,” Lemma added. “We hope to see more tangible progress by 2028.”
There can be very big disparities in air traffic control charges across the continent, mainly because most national civil aviation agencies have little or no other income source. Permit procedures also vary widely. “For some countries, you can apply online for a permit and get it in 30 minutes, but in other places you might have to print out all the documents, deliver them in person, make payments, get receipts, and only then get clearance after a long delay,” Lemma explained.
Another area in which AfBAA would like to see progress is aircraft maintenance and support infrastructure. Operators can often find they have to relocate aircraft to locations as far afield as Dubai to get relatively straightforward technical issues resolved.
According to Lemma, Dassault Aviation has shown the difference it can make to boost product support infrastructure. He said that since the Falcon jet manufacturer acquired ExecuJet Aviation’s maintenance, repair, and overhaul business, with bases in South Africa and Nigeria, it has seen market share grow on the continent.
Market forces are quite different in the African business aviation sector due to variations in geography and economic factors, as well as different cultural attitudes across the customer base. Proportionally, there is greater activity with twin turboprop aircraft than jets, in part because these can be easier to operate in some locations.
<h2>Cultural Differences</h2>
Africa’s high-net-worth individuals are generally far more eager to be visible in their traveling than their counterparts in Europe and beyond. This can mean flying first class with high-profile airlines like Emirates and Qatar Airways. “When you fly private, no one sees you,” Lemma quipped.
According to AfBAA’s data, activity in the north of Africa is more like that in neighboring Europe, with plenty of jet movements, while in the west of the continent, economic growth in countries like Nigeria, Ghana, and Ivory Coast has boosted the business aviation market. In the sub-Saharan states, where there is generally limited commercial airline service, there is also significant demand, while in eastern and central African states, where there are good airline options, it is turboprop flying to smaller communities that tends to be dominant.
“We’ve seen a growth in movements, and industry forecasts are comparing Africa with South America and Asia, which shows how we are expanding as a business aviation market,” Lemma told AIN. The association now has more than 55 member companies.
The AfBAA leader noted that domestic intra-continental travel is growing, and yet travel across the continent is challenging, with land infrastructure restricted and commercial aviation still struggling from a lack of free skies. “All of this is driving business aviation forward, and we anticipate increased growth in the next two or three years not just of corporate jets but of all forms of aircraft including helicopters, turboprops, and advanced air mobility vehicles,” he concluded.
Africa has been known for operating aging aircraft, but this seems to be changing in recent years as newer generation aircraft are being delivered. “Africa is no longer a dumping ground for older aircraft, and the number of new aircraft, both jets and turboprops, is growing. We’ve seen a paradigm shift last year when one of the first Bombardier Global 8000 aircraft was delivered into Nigeria,” Lemma said.
AfBAA noted some growth in local specialists and technicians providing the essential ground support, maintenance, and associated services that drive the industry. “This is essential if we are to continue growing, and new regulatory initiatives are supporting the industry's development,” Lemma commented.
The association anticipates that Africa will act as a springboard for many advanced air mobility solutions, including aircraft powered by alternative energy, uncrewed aerial vehicles, and sustainable technologies. “Just as Africa leapfrogged traditional telephony and became an early adopter of mobile phones, so we believe that the rugged terrain, vast distances, and transportation needs can create a great testbed for these new aviation services,” Lemma said. “We want to change the perception that this industry is built on jets associated with ill-gotten gains, whether that’s through corruption or illegal activities, et cetera, which is not the case.”
According to him, the negative perception is a consistent threat, and it makes financiers and insurers wary of committing to aircraft financing. It prompts insurers to apply restrictive registration mandates, and cross-border banking regulations can slow international transfers.
AfBAA is striving to change that perception and show that business aviation is a maturing market that supports nations, regions, and the continent in many valuable ways.

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