Ghana’s high airfares have triggered public frustration and policy debate. Still, a deeper examination suggests the issue may be less about one country and more about a structurally expensive regional aviation system. A follow-up investigation anchored in expert insight is now shifting the conversation from a Ghana-only problem to a broader West African cost crisis driven by fragmented regulation, high operational expenses, and delayed policy reforms.
Dr. Dominick Andoh, Managing Partner of AviationGhana, offers a clear reframing of the narrative. “Essentially, West Africa, when it comes to aviation, is the most expensive region in Africa,” he said. His position reflects long-standing concerns raised by the International Air Transport Association, which has consistently warned that high taxes and charges across Africa are a major constraint to air travel growth, affordability and connectivity.
At the centre of the problem is a lack of regulatory coordination across West African states. Unlike regions where aviation pricing frameworks are partially harmonised, countries within West Africa independently impose charges without a common standard. “There is no harmonised rule… everybody is charging what they like,” Dr. Andoh explained. This fragmented system results in layered taxation, where passengers pay separate fees to both departure and destination countries, significantly inflating ticket costs.
Industry evidence supports the scale of the burden, even if it varies by route. The International Air Transport Association and the African Airlines Association have both repeatedly highlighted that taxes and fees in Africa are among the highest globally and can account for a substantial share of ticket prices depending on the market. Dr. Andoh’s estimate aligns with what is observed in many West African ticket breakdowns. “The tax is sometimes between 35 and 40 percent of the ticket,” he said, pointing to cases where government-imposed charges rival the base fare itself.
The implications of this structure become even more pronounced on regional routes. According to Dr. Andoh, the cumulative effect of multiple charges across countries can make short-haul flights disproportionately expensive. “If Ghana charges so high and Nigeria charges so high, it means you are flying between two expensive destinations and all those costs will build up into the ticket price,” he said. In practical terms, this means that travelling within West Africa can cost more than flying across multiple countries in Europe, where regulatory frameworks and taxes are more streamlined.
Operational costs further compound the challenge. Airlines flying into West Africa face high expenses related to aviation fuel, airport services, and regulatory fees. These include landing charges, parking fees, and navigation costs imposed by national aviation authorities. Airlines, operating on tight margins, transfer these costs directly to passengers. “If the cost of operation for the airline is very high, they will not absorb it. They will pass it on to the consumer,” Dr. Andoh noted.
Contrary to widespread assumptions, airlines themselves are not the primary beneficiaries of high fares. Financial outlooks published by the International Air Transport Association consistently show that global airline net profit margins remain relatively low, typically within the range of about 3 to 6 percent. An outlier in recent industry performance has been Emirates, which reported a double-digit profit margin of about 14.9 percent, highlighting how rare such returns are in global aviation. Dr. Andoh underscored this reality with a practical illustration. “Airline margins are very small… about 5 percent or 6 percent of your money,” he said, adding that the profit made per passenger on some routes is “equivalent to one Malta Guinness bottle,” emphasising how limited returns can be. He further explained that premium cabins play a disproportionate role in airline revenue. “The business class is what pays for the flight,” he noted, indicating that higher-paying passengers effectively subsidise the broader passenger base.
The role of national airlines has also emerged as a critical factor in shaping pricing dynamics. Countries with strong national carriers often have more flexibility in managing fares and stimulating travel demand. Dr. Andoh highlighted this strategic dimension, stating, “Aviation is the underlying current that moves trade, tourism, and business.” He pointed to examples such as Ethiopian Airlines, where a state-backed airline supports broader economic activity by balancing commercial operations with national development goals.
In contrast, Ghana’s reliance on foreign carriers limits its ability to influence pricing structures. Without a national airline to drive competition or strategically manage routes, the country remains largely subject to external pricing models and regional cost pressures. However, Dr. Andoh cautions against blaming airlines directly. “You can’t say the airlines are charging a lot. It’s the cost of operating into that country… the taxes, the landing fees, the parking fees,” he said.
Efforts to address the issue at a regional level are underway but remain stalled. The Economic Community of West African States has announced plans to reduce airfares within the sub-region by about 25 percent as part of broader integration efforts. However, implementation has yet to take effect due to pending legal and administrative processes among member states. “They agreed that the prices in West Africa are so high, they need to bring it down… but the paperwork has not been completed,” Dr. Andoh explained.
In the meantime, domestic policy decisions continue to influence ticket pricing. Ghana has introduced the Airport Infrastructure Development Charge, which adds an additional cost to tickets depending on the route. According to Dr. Andoh, passengers pay about 15 dollars on West African routes, about 30 dollars on other African routes, and about 50 dollars on intercontinental routes. These charges are in addition to existing passenger service charges and other statutory fees administered within Ghana’s aviation system, including those overseen by the Ghana Civil Aviation Authority and the Ghana Airports Company Limited. While designed to support infrastructure development, they contribute to the cumulative cost burden faced by travellers.
Looking ahead, industry experts suggest that meaningful reform will require coordinated action across multiple fronts. Dr. Andoh points to fuel as a critical pressure point, noting that aviation fuel remains one of the largest cost components for airlines. Developing local refining capacity and storage systems could help reduce exposure to global price volatility. “If we can find a way to store more aviation fuel when the price is right… We have some available locally to supply to airlines,” he said.
Beyond fuel, fiscal and regulatory reforms are also seen as essential. The International Air Transport Association has consistently advocated for the reduction of excessive taxes and charges in order to stimulate demand, improve connectivity and unlock wider economic benefits such as tourism growth and job creation. In Ghana’s context, this could involve reviewing overlapping charges, streamlining fee structures, and reassessing cost recovery models for airport infrastructure.
Additional measures may also include targeted policy reliefs for airlines operating in Ghana. Dr. Andoh pointed to the cost burden created by import duties on essential aircraft maintenance inputs. “If you import spare parts and your aircraft is broken down… you are paying duties on it,” he said. Such charges increase the cost of keeping aircraft operational, a cost that airlines ultimately pass on to passengers through higher fares. Reducing or removing these duties, he suggested, could ease operational expenses for airlines and help moderate ticket prices over time.
The evolving narrative challenges policymakers to rethink aviation not merely as a source of revenue, but as a strategic enabler of economic growth. As Ghana weighs its next steps, the broader regional context underscores a critical reality. High airfares are not just a national issue. They are a structural feature of West Africa’s aviation market, one that demands urgent, coordinated, and sustained reform.
