Cape Town, South Africa: African aviation leaders gathered in Lomé, Togo, from 15 to 19 June 2026 for the inaugural African Air Transport Convention and Expo convened under the auspices of the African Civil Aviation Commission (AFCAC). The gathering culminated in the adoption of the Lomé Declaration and the launch of the AFCAC Solidarity Commitment 2026–2028, signalling renewed political commitment towards a more integrated, connected and sustainable African aviation sector. The convention itself was noteworthy, bringing together not only transport ministers and aviation regulators, but also stakeholders from trade, finance, development and investment circles. That shift is significant.
For decades, aviation policy in Africa has been treated largely as a transport issue. Yet many of the barriers confronting the sector lie outside transport ministries. Fiscal policy, taxation, customs regimes, financing frameworks and trade facilitation measures often fall within the mandates of finance, trade and economic development departments. The recognition that aviation is an ecosystem rather than a silo is perhaps one of the most encouraging outcomes from Lomé. It reflects an understanding that aviation is an economic enabler rather than merely a mode of transport.
Yet declarations alone do not build airports, liberalise airspace or reduce ticket prices.
One of the dominant themes emerging from global aviation discourse is sustainability, particularly the transition towards Sustainable Aviation Fuel (SAF). Here, Africa faces unique challenges. The continent contributes only a small fraction of global carbon emissions, yet it is increasingly expected to align with sustainability targets largely shaped elsewhere. The reality is that Africa currently lacks sufficient SAF-specific refining capacity. Even where feedstock opportunities exist, difficult questions arise around land use. Should agricultural land be diverted towards biofuel production in regions still grappling with food insecurity? Could SAF development unintentionally fuel competition for land, water and agricultural resources? These questions demand nuanced African solutions rather than imported policy prescriptions.
Infrastructure remains another formidable challenge. Modern airports, air navigation systems, maintenance facilities and training institutions require substantial capital investment. Governments across the continent must balance aviation spending against pressing domestic priorities such as healthcare, education, housing and energy security. This challenge is compounded by a persistent perception that aviation serves only elites. In many African countries, particularly those with poor road networks and limited rail infrastructure, air travel remains inaccessible to ordinary citizens. The irony is striking: aviation often represents the most practical means of connecting remote communities, yet it remains financially out of reach for the very populations who stand to benefit most from it.
The sector also continues to suffer from fragmented regulatory frameworks. Pilots, engineers and aviation professionals frequently encounter licensing and certification regimes that are not readily recognised across borders. This undermines labour mobility, increases compliance costs and hampers the development of a truly continental aviation market. A pilot qualified in one African state should not face unnecessary bureaucratic hurdles when seeking employment in another.
Equally concerning is Africa’s aging fleet profile. The continent has long been criticised as a destination for aircraft that are nearing the end of their economic lives elsewhere. While older aircraft can be operated safely when properly maintained, dependence on aging fleets often translates into higher operating costs, lower fuel efficiency and increased maintenance burdens. Combined with the enduring influence of the global petro-dollar system on aviation fuel pricing, African airlines remain particularly vulnerable to external economic shocks.
Perhaps the greatest concern, however, lies in implementation. Africa has never suffered from a shortage of visionary declarations. What has often been lacking is urgency in execution. History offers sobering examples. The Constitutive Act of the African Union entered into force within ten months of adoption. The Maputo Protocol required just over two years. Yet other continental instruments, such as the Phyto-Sanitary Convention for Africa, took twenty-five years to enter into force. The treaty aimed at merging the African Court protocol has been languishing for 18 years because has failed to secure the necessary 15 domestic ratifications across the continent.
Aviation appears to be following a similar trajectory. The Single African Air Transport Market (SAATM), rooted in the Yamoussoukro Decision and championed under Agenda 2063, has long promised an integrated African sky. Yet despite repeated commitments, implementation remains uneven across the continent. Discussions continue, declarations multiply, and conferences convene, but many of the practical barriers to market access, connectivity and liberalisation remain firmly in place.
The Lomé Declaration therefore presents both an opportunity and a test. If it catalyses tangible reforms, investment and regulatory harmonisation, it may mark a genuine turning point for African aviation. If not, it risks joining a long list of well-intentioned continental commitments whose ambitions never fully leave the runway.
Africa does not need another declaration. It needs implementation.
Vuyolwethu Siyolise Musoke, Correspondent
Vuyo is currently busy with her LLM by full research and is focusing on the area of aviation law and trade.
