Air cargo demand in Africa is being fuelled by perishables, a reduction in trade barriers and supply chain shifts.
African airlines saw a 6% year-on-year increase in air cargo demand in 2025, while capacity increased by 7.8% year on year, according to data from IATA.
This growth was supported by the efforts of airlines to expand networks and increase capacity, increased inclusion of the region to international supply chains and continued strong demand for perishables exports.
There has been a promising start to 2026 too. Airlines in the region achieved an 18.2% air cargo demand increase in January, the strongest growth of all regions. Capacity increased by 6.5%.
Then in February, African airlines saw a 21% demand increase and capacity increased by 17.3%.
Demand is reflected in the performance of Africa’s trade lanes too. For example, the Africa-Asia trade lane, while representing only 1.3% of the industry market share, saw 41.6% growth in January, which was in fact the seventh consecutive month of growth.
Imports from Asia to Africa include semiconductors, machinery parts and automotive components, as well as renewable energy & power infrastructure components.
Exports from Africa to Asia include perishables, such as fruits, vegetables, flowers and seafood. Other exports comprise industrial raw materials and precious metals.
However, despite high demand in the first two months of the year, during IATA’s economic outlook at its World Cargo Symposium (WCS) in Lima, Peru, there was a less optimistic prediction of 2% growth for the region this year.
This isn’t a surprising figure in comparison to IATA’s expectations for the overall market though.
Global demand grew 3.4% in 2025, but it is anticipated to moderate at 2.6% this year.
Nonetheless, the year started out strong, with a 5.6% rise in global demand in January compared to January 2025.
What’s driving growth?
Kenyan cargo airline Astral Aviation is optimistic about Africa’s air cargo prospects in and out of the region this year.
“We expect stable to moderately positive growth in 2026, despite ongoing geopolitical and economic uncertainties,” says Sanjeev Gadhia, chief executive.
“E-commerce, pharmaceuticals, perishables, and energy-related cargo are expected to perform strongly, while some general cargo segments may remain under pressure.”
“Airfreight remains essential for time-sensitive supply chains,” he adds.
Gadhia is equally positive about intra-Africa demand and believes this will further increase, supported by the continued rollout of the African Continental Free Trade Area (AfCFTA) and driven by much the same verticals fuelling Africa’s international trade, plus expansion of intra-African trade corridors.
“Africa is one of the most promising air cargo growth regions globally,” he says. “With AfCFTA gaining traction, we anticipate stronger intra-African trade, increased regional connectivity, and growth in perishables, pharma, and e-commerce flows.”
From the ground up
Ground handlers are benefitting from healthy demand into and out of the region too.
Swissport handled approximately 400,000 tons of cargo across Africa in 2025, representing roughly 8% of the Group’s global cargo volume of around 5m tons.
“This reflects the growing importance of the African market within Swissport’s global cargo network,” says Dirk Goovaerts, chief executive, Continental Europe, Middle East, Africa, India & global cargo chair at Swissport.
Like Astral, Swissport believes perishables, pharma and e-commerce are growth verticals and driving Africa’s air cargo business, while stronger intra-Africa trade under the AfCFTA is also fuelling business.
“The expectation for Africa’s air cargo market is a steady growth,” declares Goovaerts.
“First, perishables exports remain a key driver in many African markets, particularly in horticulture and fresh produce.
“Second, e-commerce continues to reshape air cargo flows, requiring faster processing, dedicated facilities and greater operational flexibility.
“Third, the pharmaceutical and healthcare logistics segment is expanding, with increased demand for temperature-controlled supply chains and certified handling processes.”
While global e-commerce demand has prevailed despite a crackdown on the de minimis exemption by multiple countries, it is an emerging vertical in Africa.
And despite e-commerce’s relatively small size and lower value than other verticals, companies are committed to supporting future growth.
Nairobi-headquartered Astral has positioned its network to benefit from global e-commerce flows through Africa, where Johannesburg and Lagos are the largest consumption and redistribution markets.
“While Africa is not a large market for e-commerce, we are adjusting capacity selectively, particularly through China and Middle East into Johannesburg and Lagos via our Nairobi Hub,” says Gadhia.
As a cargo handler, Swissport has also found ways to make the most of emerging e-commerce business, while simultaneously assisting business in an operating environment that has become more unpredictable.
Goovaerts says Swissport now offers “specific e-commerce and freight forwarder handling, which assists stakeholders with limited capacity to grow operations”.
He elaborates: “In South Africa specifically, we’ve proactively expanded our service portfolio to support customers navigating changing trade conditions. This includes specialized e-commerce handling, dedicated freight forwarder services, and flexible capacity solutions that help partners scale efficiently regardless of market fluctuations.”
Supply chain shifts
Besides capitalising on growth verticals, air cargo businesses are also navigating ways to create more business opportunities in Africa through shifts in supply chains.
When the US ended the de minimis exemption, airfreight capacity shifted from the transpacific to Asia-Europe, while production hubs had already diversified off the back of a longer-term China Plus One strategy.
The changes in supply chains and capacity demonstrate the industry’s openness and ability to change operations at speed, an advantage for carriers and other stakeholders’ efforts to grow internationally.
Gadhia expects further shifts in global trade where Africa can benefit.
“Supply chains are becoming more diversified, and Africa has an opportunity to position itself as a strategic logistics hub linking global markets,” he says.
Swissport also believes there are opportunities for Africa in the current trade dynamics.
“Global supply chains continue to evolve due to geopolitical developments, tariff policies, and the ongoing diversification of sourcing and manufacturing locations,” points out Goovaerts.
“As a result, cargo flows are increasingly shifting toward emerging markets and alternative trade routes, including within Africa.”
He adds: “We’re seeing diversification across multiple trade lanes – not just traditional European routes but growing volumes to the Middle East, Asia, and intra-African corridors. This diversification actually strengthens resilience and creates new opportunities.”
Looking at specific verticals, he says: “On east and southern Africa, we see a shift from the traditional African / European export of perishables (mostly flowers, fruits and vegetables) to a higher demand for fresh meat, fruits and vegetables from the Middle Eastern market, and mainly from the Gulf States. This diversification strengthens the region’s export resilience and creates new growth opportunities.
“For cargo handlers, the key is to maintain operational agility and scalable infrastructure to adapt quickly to changing cargo flows and customer requirements. Our investment in temperature-controlled facilities and digital tracking capabilities positions us well for these growing premium cargo segments.”
The handler sees Algeria as a growth area in particular, stating the country had a 10% rise in demand last year, partly on the strength of perishable exports.
“Algeria is emerging as a strategic logistics gateway between Mediterranean and African markets, with growing focus on export-oriented cargo,” explains Goovaerts.
“Algeria is strengthening its fresh produce export capabilities, leveraging its agricultural potential and geographic proximity to key markets across Africa and Europe.
“Additionally, major developments in local pharmaceutical production are creating new opportunities for air cargo, especially in temperature-controlled logistics and specialized pharmaceutical handling.”
Continued fleet growth
Air cargo operations out of Africa have suffered from unstable capacity in the past and there has been a reliance on dedicated freighter aircraft due to limited passenger belly capacity.
Airlines are therefore continuing to work on freighter fleet growth and renewal to support transport of specialist products and network development.
Astral has spent recent years removing ageing narrowbody aircraft from its fleet in favour of widebody aircraft capable of longer-range flights and larger payloads.
The current fleet comprises one Boeing 737-400 passenger to freighter (P2F) aircraft, a Boeing 767-200P2F and a 767-300P2F.
There are plans in motion for further fleet replacement though.
“Capacity remains constrained globally, especially for widebody freighters. Our strategy focuses on fleet modernisation, and maintaining flexibility to match supply with demand,” says Gadhia.
“We are replacing older aircraft with more efficient platforms, including the 737-800F and 767-300F, while also evaluating the Boeing 777F for long-haul operations.”
Astral told Air Cargo News last year that it aimed to add two 777P2Fs, but options have been slow to come to market due to the requirement for a Supplemental Type Certificate (STC) from the Federal Aviation Administration (FAA).
Israel Aerospace Industries (IAI) now has an STC for its Boeing 777-300ERSF from both the FAA and the CAAI, while Mammoth Freighters expects an STC for its 777-200LRMF in the near future. Kansas Modification Center (KMC) also expects to begin the STC process for its 777-300ERCF conversion in the third quarter of this year.
These plans are unfolding as Astral continues to build its network into the Middle East and Asia.
Gadhia reveals: “We are increasing frequencies on key intra-African routes, expanding into underserved markets, and strengthening connectivity between Africa, the Middle East, India, and China, with long-term consideration for transatlantic routes.”
Meanwhile, Kenya Airways also has plans to grow its fleet to support verticals and network growth.
The airline’s cargo division operates two Boeing 737-300P2Fs, two 737-800P2Fs and a newly acquired Boeing 747F, which supports increased volumes into the Middle East and Asian markets.
Widebody Boeing 777Fs feature in the airline’s future fleet plans but with cost and limited availability in mind, Kenya plans to add two Boeing 767Fs temporarily.
“We may transition with 767-300Fs but with our strategy between now and 2030, we are planning to have three 777Fs,” says cargo director, Fitsum Abadi Gebrehawaria.
Perishables dominate Kenya Airways’ widebody passenger flights to Europe and North America, while e-commerce shipments from China are also carried on these routes.
In line with specialist verticals, Kenya Airways Cargo is focusing on regional and long-haul cargo routes targeting high-value markets in Africa, the Middle East, and Asia.
Kenya Airways Cargo’s 737P2Fs serve routes between Africa, the Middle East and, less frequently, India. Exports on these routes are mainly perishables, while imports from the Middle East include general cargo, express and e-commerce.
Abadi hopes use of widebody freighters will allow Kenya Airways Cargo to capitalise on growing demand from the Asia-Pacific region, with services to Guangzhou and potentially Hong Kong, with perishables on outbound flights and e-commerce on inbound flights.
The airline is also boosting its network with interline partnerships, as well as strategic partnerships with carriers like Qatar Airways and Air Tanzania.
Development hurdles
Despite there being plenty of scope to grow, there are still many challenges that constrict development of Africa’s air cargo sector.
On a global level, the Middle East conflict has resulted in airspace closures, as well as steep increases in the price of jet fuel.
Though African airlines don’t operate through the closed airspace, they did routinely use Gulf airspace for connections to Asia and Europe.
Regionally, airline funds continue to be blocked by governments and airlines in Africa are disproportionately affected compared to those elsewhere in the world.
IATA reported in December last year that $1.2bn in airline funds are blocked from repatriation by governments as of the end of October 2025.
Out of total blocked funds reported, 93% are trapped in Africa and Middle East (AME).
This problem adds to the high operating costs and limited access to funding that airlines are already faced with, stresses Ghadia.
“Geopolitical risks, infrastructure gaps, fragmented regulations, high taxes and charges, and slow implementation of liberalisation frameworks such as the Single African Air Transport Market (SAATM) remain key hurdles for both Astral Aviation and the wider African air cargo sector,” he adds. “These factors increase costs and limit connectivity.”
But he points out that the industry is taking steps to address these challenges.
“Industry bodies and airlines are engaging governments to promote open skies, regulatory harmonisation, and more efficient customs processes. Progress is ongoing, but acceleration is needed.”
Alongside this, the continued integration of the AfCFTA in aviation is helping support trade.
Abadi says the AfCFTA has shortened lead times by streamlining customs, enabling just-in-time supply chains for e-commerce, SMEs, and manufacturers. He adds that air cargo has been vital, helping shippers avoid weak road and rail networks, border delays, and other logistics bottlenecks.
Meanwhile, although 38 African countries have signed up to the SAATM, implementation remains uneven, with some governments concerned about impacts on their national carriers.
To support broader adoption, Abadi says: “Regulatory frameworks should also be in place to make sure that competition is fair and safety and security compliances are completed, with national and regional interests protected.”
