Commercial Aviation
Boeing Projects African Commercial Fleet to More Than Double by 2044
Boeing’s outlook sees Africa’s commercial fleet growing from 600 to 1,680 aircraft by 2044, requiring 74,000 new aviation professionals amid infrastructure and financial challenges.
This article is based on an official press release from Boeing.
Africa’s commercial aviation sector is poised for a transformative expansion over the next two decades. According to Boeing’s 2025 Commercial Market Outlook (CMO), the continent’s commercial fleet is projected to more than double, growing from approximately 600 aircraft today to 1,680 by 2044. This surge is driven by a projected 6% annual increase in passenger traffic, a rate that significantly outpaces the global average.
The forecast highlights a robust demand for connectivity across the continent, fueled by a young, urbanizing population and an expanding middle class. To meet this demand, African carriers are expected to take delivery of more than 1,200 new airplanes over the forecast period. While 18% of these deliveries will replace older airframes, the vast majority, 82%, are intended to support fleet growth.
Shahab Matin, Boeing’s Managing Director of Commercial Marketing for the Middle East and Africa, emphasized the economic implications of this expansion in a statement accompanying the outlook.
“Aviation is a catalyst for Africa’s economic expansion… More efficient, versatile airplanes – paired with investments to make air travel more accessible – will unlock further growth.”
, Shahab Matin, Boeing Managing Director of Commercial Marketing for Middle East & Africa
A key finding in the 2025 CMO is the overwhelming demand for single-aisle jets, such as the Boeing 737 MAX. These aircraft are expected to account for 70% of the 1,200+ new deliveries. This trend signals a strategic shift among African airlines toward bolstering intra-African connectivity rather than focusing solely on long-haul routes to Europe or the Middle East.
While single-aisle aircraft will form the backbone of regional networks, widebody demand remains significant for major carriers like Ethiopian Airlines and Royal Air Maroc, which are modernizing their long-haul fleets. Additionally, the outlook values the commercial services market, covering maintenance, repair, and digital solutions, at $130 billion over the next 20 years.
The rapid influx of hardware presents a substantial challenge regarding human capital. Boeing estimates that to operate and maintain the expanding fleet, Africa will require 74,000 new aviation professionals between 2025 and 2044. The breakdown of this demand includes: Industry observers note that current training infrastructure may struggle to meet this demand, potentially creating a bottleneck for growth if not addressed through significant investment in education and Training facilities.
While Boeing’s forecast paints an optimistic picture of demand, the broader aviation landscape in Africa faces structural hurdles. According to industry research, infrastructure development is racing to catch up with fleet projections. Notable projects include Ethiopia’s new $6 billion Airports in Bishoftu, designed to handle 100 million passengers annually, and Rwanda’s $2 billion Bugesera International Airport, which is being developed with investment from Qatar Airways.
Despite the traffic growth, financial sustainability remains a critical issue. Data from the International Air Transport Association (IATA) indicates that African carriers are expected to generate a modest $0.2 billion net profit in 2025, with razor-thin margins of approximately 1.1%. These margins are significantly lower than the global average, weighed down by high operating costs and regulatory challenges.
Blocked funds also remain a persistent issue. As of mid-2025, approximately $1.3 billion in airline revenues remains blocked globally, with 85% of that total tied up in African and Middle Eastern markets. While countries like Nigeria have made progress in clearing backlogs, significant amounts remain inaccessible in markets such as Mozambique and Algeria.
“If I was allowed to open up an airline in Africa right now, I wouldn’t. It’s complicated, complex and costly… The charges that I’ve seen in Africa today are sometimes 20 times more expensive than any other country.”
, Kamil Al-Awadhi, IATA Regional VP for Africa & Middle East
The Hardware-Software Gap
Boeing’s projection of 1,680 aircraft by 2044 highlights a massive opportunity, but the disparity between “hardware” (planes) and “software” (pilots, regulations, and profitability) is stark. While the demand for air travel is undeniable, growing at 6% annually, the ecosystem supporting that travel is fragile.
The requirement for 74,000 new professionals is perhaps the most daunting metric in the CMO. Without a coordinated, continent-wide strategy to train pilots and technicians, Airlines may find themselves with new fleets they cannot fly. Furthermore, the IATA data regarding 1.1% profit margins suggests that while volume is increasing, value capture remains elusive for local carriers. The success of the Single African Air Transport Market (SAATM) will be the deciding factor in whether these new fleets generate sustainable profits or merely increase capacity in a fragmented, high-cost market.
What is the projected growth rate for African air traffic? How many new planes will Africa need by 2044? What type of aircraft will be most popular? What are the major challenges facing this growth?
Boeing Forecast: African Commercial Fleet to More Than Double by 2044
The Dominance of Single-Aisle Commercial-Aircraft
The Human Capital Challenge: 74,000 New Professionals Needed
Infrastructure and Market Context
Financial Headwinds
AirPro News Analysis
Frequently Asked Questions
Boeing projects that passenger traffic in Africa will grow at an annual rate of 6% through 2044.
The region is expected to require over 1,200 new deliveries, bringing the total fleet size to 1,680 aircraft.
Single-aisle jets are expected to make up 70% of new deliveries to support domestic and regional route expansion.
Key challenges include a shortage of skilled aviation professionals (74,000 needed), blocked airline funds, high operating costs, and the need for massive infrastructure upgrades.
Sources
Photo Credit: Boeing
Airlines Strategy
Kenya Airways Plans Secondary Hub in Accra with Project Kifaru
Kenya Airways advances plans for a secondary hub at Accra’s Kotoka Airport, leveraging partnerships and regional aircraft to boost intra-African connectivity.
This article summarizes reporting by AFRAA and official statements from Kenya Airways.
Kenya Airways (KQ) is moving forward with strategic plans to establish a secondary operational hub at Kotoka International Airport (ACC) in Accra, Ghana. According to reporting by the African Airlines Association (AFRAA) and recent company statements, this initiative represents a critical pillar of “Project Kifaru,” the airlines‘s three-year recovery and growth roadmap.
The proposed expansion aims to deepen intra-African connectivity by positioning Accra as a pivotal node for West African operations. Rather than launching a wholly-owned subsidiary, a model that requires heavy capital expenditure, Kenya Airways intends to utilize a partnership-driven approach, leveraging existing relationships with regional carriers to feed long-haul networks.
While the Kenyan government formally requested permission for the hub in May 2025, Kenya Airways CEO Allan Kilavuka confirmed in December 2025 that the plan remains under active study. A final decision on the full execution of the project is expected in 2026.
The core of the Accra strategy involves basing aircraft directly in West Africa to serve high-demand regional routes. According to details emerging from the planning phase, Kenya Airways intends to deploy three Embraer E190-E1 aircraft to Kotoka International Airport. These aircraft will facilitate regional connections, feeding passengers into the carrier’s long-haul network and supporting the logistics needs of the region.
This operational shift marks a departure from the traditional “hub-and-spoke” model centered exclusively on Nairobi. By establishing a presence in Ghana, KQ aims to capture traffic in a market currently dominated by competitors such as Ethiopian Airlines (via its ASKY partner in Lomé) and Air Côte d’Ivoire.
A key component of this strategy is the airline’s collaboration with Ghana-based Africa World Airlines (AWA). Kenya Airways signed a codeshare agreement with AWA in May 2022. This partnership allows KQ to connect passengers from its Nairobi-Accra service to AWA’s domestic and regional network, covering destinations like Kumasi, Takoradi, Lagos, and Abuja.
Industry observers note that this “capital-light” model reduces the financial risks associated with starting a new airline from scratch. Instead of competing directly on every thin route, KQ can rely on AWA to provide feed traffic while focusing its own metal on key trunk routes. The push for a West African hub comes as Kenya Airways navigates a complex financial recovery. The airline reported a significant milestone in the 2024 full financial year, posting an operating profit of Ksh 10.5 billion and a net profit of Ksh 5.4 billion, its first profit in 11 years. This resurgence provided the initial confidence to pursue the growth phase of Project Kifaru.
However, the first half of 2025 presented renewed challenges. The airline reported a Ksh 12.2 billion loss for the period, attributed largely to currency volatility and the grounding of its Boeing 787 fleet due to global spare parts shortages. These financial realities underscore the necessity of the proposed low-capital expansion model in Accra.
The strategy focuses on collaboration with existing African carriers rather than creating a new airline from scratch.
, Summary of Kenya Airways’ strategic approach
The viability of the Accra hub relies heavily on the Single African Air Transport Market (SAATM) and “Fifth Freedom” rights, which allow an airline to fly between two foreign countries. West Africa has been a leader in implementing these protocols, making Accra a legally feasible location for a secondary hub.
Furthermore, the African Continental Free Trade Area (AfCFTA) secretariat is headquartered in Accra. Kenya Airways is positioning itself to support the trade bloc by facilitating the movement of people and cargo between East and West Africa. The airline has already introduced Boeing 737-800 freighters to serve key destinations including Lagos, Dakar, Freetown, and Monrovia.
The decision to delay a final “go/no-go” confirmation until 2026 suggests a prudent approach by Kenya Airways management. While the West African market is lucrative, it is also saturated with aggressive competitors like Air Peace and the well-entrenched ASKY/Ethiopian Airlines alliance. By opting for a partnership model with Africa World Airlines rather than a full subsidiary, KQ avoids the “cash burn” trap that led to the collapse of previous pan-African airline ventures. If successful, this could serve as a blueprint for other mid-sized African carriers looking to expand without overleveraging their balance sheets.
What aircraft will be based in Accra? When will the hub become operational? How does this affect the Nairobi hub?
Kenya Airways Advances Plans for Secondary Hub in Accra Under ‘Project Kifaru’
Operational Strategy: The ‘Mini-Hub’ Model
Partnership with Africa World Airlines
Financial Context and ‘Project Kifaru’
Regulatory Landscape and Competition
AirPro News Analysis
Frequently Asked Questions
Current plans indicate that Kenya Airways intends to base three Embraer E190-E1 aircraft at Kotoka International Airport.
While planning is underway and government requests have been filed, a final decision on full execution is not expected until 2026.
Nairobi (Jomo Kenyatta International Airport) remains the primary hub. The Accra facility is designed as a secondary node to improve regional connectivity and feed traffic back into the global network.
Sources
Photo Credit: Embraer – E190
Commercial Aviation
Derazona Helicopters Receives First H160 for Energy Missions in Southeast Asia
Airbus delivers the first H160 to Derazona Helicopters in Indonesia, enhancing offshore oil and gas transport with advanced fuel-efficient technology.
This article is based on an official press release from Airbus Helicopters.
On December 19, 2025, Airbus Helicopters officially delivered the first H160 rotorcraft to Derazona Helicopters (PT. Derazona Air Service) in Jakarta, Indonesia. According to the manufacturer’s announcement, this delivery represents a significant regional milestone, as Derazona becomes the first operator in Southeast Asia to utilize the H160 specifically for energy sector missions, including offshore oil and gas transport.
The handover marks the culmination of a strategic acquisition process that began with an initial order in April 2021. Derazona, a historic Indonesian aviation company established in 1971, intends to deploy the medium-class helicopter for a variety of critical missions, ranging from offshore transport to utility operations and commercial passenger services.
The introduction of the H160 into the Indonesian market signals a shift toward modernizing aging fleets in the archipelago. Derazona Helicopters stated that the aircraft will play a pivotal role in their expansion within the oil and gas sector, a primary economic driver for the region.
In a statement regarding the delivery, Ramadi Widyardiono, Director of Production at Derazona Helicopters, emphasized the operational advantages of the new airframe:
“The arrival of our first H160 marks an exciting chapter for Derazona Helicopters. As the pioneer operator of this aircraft for energy missions in Southeast Asia, we are eager to deploy its unique capabilities to serve our various clients with the highest levels of safety and efficiency. The H160’s proven performance will be key to reinforcing our position as a leader in helicopter services in Southeast Asia.”
Airbus executives echoed this sentiment, highlighting the aircraft’s suitability for the demanding geography of Indonesia. Regis Magnac, Vice President Head of Energy, Leasing and Global Accounts at Airbus Helicopters, noted the importance of this partnership:
“We are proud to see the H160 enter service in Southeast Asia, cementing our relationship with Derazona as they become the region’s launch customer for energy missions. The H160 represents a true generational leap, built to be an efficient, reliable, and comfortable workhorse, perfectly suited for the demanding operational requirements of the Indonesian energy sector.”
According to technical data provided by Airbus, the H160 is designed to replace previous-generation medium helicopters such as the AS365 Dauphin and H155. The aircraft incorporates several proprietary technologies aimed at improving safety and reducing environmental impact.
Key technical features cited in the release include: Airbus claims the H160 delivers a 15% reduction in fuel burn compared to previous generation engines, aligning with the energy sector’s increasing focus on reducing Scope 1 and 2 emissions in their logistics supply chains.
The delivery of the H160 to Derazona Helicopters reflects a broader trend we are observing across the Asia-Pacific aviation market: the prioritization of “eco-efficient” logistics. As oil and gas majors face stricter carbon reporting requirements, the pressure cascades down to their logistics providers.
By adopting the H160, Derazona is not merely upgrading its fleet age; it is positioning itself competitively to bid for contracts with energy multinationals that now weigh carbon footprint heavily in their tender processes. The move away from legacy airframes like the Bell 412 or Sikorsky S-76 toward next-generation composite aircraft suggests that fuel efficiency is becoming as critical a metric as payload capacity in the offshore sector.
Who is the operator of the new H160? What is the primary use of this aircraft? How does the H160 improve upon older helicopters? When was this specific aircraft ordered? Sources: Airbus Helicopters Press Release
Derazona Helicopters Becomes Southeast Asia’s First H160 Energy Operator
Modernizing Indonesia’s Energy Fleet
Technical Profile: The H160
AirPro News Analysis
Frequently Asked Questions
The operator is PT. Derazona Air Service (Derazona Helicopters), an Indonesian aviation company headquartered at Halim Perdanakusuma Airport, Jakarta.
It will be used primarily for offshore energy transport (supporting oil rigs), as well as utility missions and VIP transport.
The H160 offers a 15% reduction in fuel consumption, significantly lower noise levels due to Blue Edge™ blades, and advanced Helionix® avionics for improved safety.
Derazona originally placed the order for this H160 in April 2021.
Photo Credit: Airbus
Route Development
AnguillAir Starts Direct Seasonal Flights from U.S. Northeast to Anguilla
AnguillAir, a BermudAir brand, begins nonstop flights from Boston, Newark, and Baltimore to Anguilla’s upgraded airport through April 2026.
For the first time in history, travelers from the U.S. Northeast can fly nonstop to the Caribbean island of Anguilla, bypassing the traditional and often cumbersome connections through St. Maarten or Puerto Rico. AnguillAir, a new sub-brand operated by the boutique carrier BermudAir, officially launched its inaugural services this week.
According to reporting by Travel Weekly, the new carrier began operations on Wednesday, December 17, 2025, with a flight from Boston (BOS). This was followed by a Newark (EWR) launch on Thursday and a Baltimore/Washington (BWI) service commencing today, December 19. The flights are timed to coincide with the opening of the newly upgraded passenger terminal at Anguilla’s Clayton J. Lloyd International Airports (AXA).
The introduction of these routes represents a significant shift in regional Caribbean aviation, offering a “tarmac-to-tarmac” solution for high-end leisure travelers who previously relied on ferries or charter hops to reach the destination.
AnguillAir operates as a seasonal service, scheduled to run through April 2026. While marketed under the AnguillAir brand, the flights are operated by BermudAir using its existing Air Operator’s Certificate (AOC), flight crew, and fleet. Official scheduling data confirms the following operational timeline:
The routes will be served twice weekly using BermudAir’s fleet of Embraer E175 and E190 regional jets. These aircraft are configured to support a premium leisure product, with the E175 offering 10 Business Class and 60 Economy Class seats, while the E190 features 8 Business Class and 88 Economy Class seats.
Historically, access to Anguilla has been a logistical challenge for U.S. visitors. The standard journey involved a commercial-aircraft flight to St. Maarten (SXM), followed by a taxi to a ferry terminal, and finally a boat ride to Anguilla. Alternatively, travelers could connect via San Juan (SJU) onto smaller propeller aircraft.
In a statement regarding the launch, Adam Scott, Founder and CEO of BermudAir, emphasized the strategic intent behind the new brand:
“This is much more than a new route, it’s a reflection of what BermudAir was built to do: deliver extraordinary service while broadening our destination offerings. We’re thrilled that we are now able to extend the service and care we offer from Bermuda now also to our sister British Overseas Territory neighbour Anguilla.”
The launch of AnguillAir is closely coordinated with infrastructure developments on the island. The government of Anguilla recently opened a new terminal at Clayton J. Lloyd International Airport on December 15, 2025, specifically to handle increased capacity and direct jet service.
According to local officials, the government has provided support for the route, including a seat guarantee reported to cover up to 7,000 seats to mitigate the airline’s risk. Jose Vanterpool, Anguilla’s Minister of Infrastructure, highlighted the economic implications of the new service: “The reopening of the Clayton J. Lloyd International Airport marks a pivotal moment for Anguilla’s economic future. Our agreement with BermudAir to launch nonstop service from the U.S. Northeast is a crucial first step.”
The creation of AnguillAir represents a shrewd operational pivot for BermudAir. Launched in 2023 to serve the business and premium leisure market in Bermuda, the airlines faces significant seasonality issues, with demand for Bermuda dropping during the winter months. By deploying its aircraft to Anguilla, a warm-weather destination with peak demand from December to April, BermudAir can maximize fleet utilization without acquiring new assets.
We observe that this “pan-Caribbean” approach allows the carrier to act as a flexible capacity provider for British Overseas Territories, leveraging its existing regulatory standing and premium cabin configuration to serve niche, high-yield markets that major U.S. carriers may overlook.
Is AnguillAir a separate airline? What aircraft are used for these flights? Are these flights year-round? Do I need to take a ferry if I fly AnguillAir? Sources: Travel Weekly, BermudAir.
AnguillAir Launches Historic Direct Service from U.S. Northeast to Anguilla
Operational Details and Schedule
Addressing the “Access Issue”
Strategic Context and Infrastructure
AirPro News Analysis: BermudAir’s Counter-Seasonal Pivot
Frequently Asked Questions
No. AnguillAir is a brand name. All flights are operated by BermudAir using BermudAir aircraft and crew.
The routes utilize Embraer E175 and E190 regional jets.
No, the service is seasonal. Flights from Boston, Newark, and Baltimore operate from mid-December 2025 through April 2026.
No. These flights land directly at Clayton J. Lloyd International Airport (AXA) in Anguilla.
Photo Credit: Government of Anguilla
-
Commercial Aviation7 days agoAirbus Validates Critical Rendezvous Phase for Wake Energy Retrieval
-
Training & Certification7 days agoDiamond Aircraft Restarts European DA20i Production with First Delivery
-
Commercial Aviation6 days agoVietnam Grounds 28 Aircraft Amid Pratt & Whitney Engine Shortage
-
Business Aviation2 days agoGreg Biffle and Family Die in North Carolina Plane Crash
-
Defense & Military4 days agoFinland Unveils First F-35A Lightning II under HX Fighter Program