Infrastructure, MRO Gaps Challenge Africa’s Rising ACMI Demand

Demand for aircraft, crew, maintenance and insurance (ACMI) services across Africa continues to show an upward momentum this year, with notable growth in North and West Africa, according to industry stakeholders. However, infrastructure and MRO capability gaps are adding layers of complexity for operators.

Flag carriers and private airlines—particularly in Nigeria—are increasingly turning to ACMI solutions to offset fleet limitations and expand network coverage, despite persistent challenges in aircraft financing and supply chain reliability.

“During this year, demand for ACMI services in the African continent has continued to grow,” says Andreas Pericleous, vice president of business development at ACC Aviation, a provider of ACMI, leasing, air charter and consulting services. “Whilst Africa may be considered the second largest ACMI market in the world (behind Europe), the demand for ACMI services is not evenly spread out, with most derived from flag carriers in North and West Africa, and many private airlines in Nigeria.”

The uneven distribution reflects broader structural challenges. African carriers face restricted access to aircraft finance, delays in new aircraft deliveries, and aging fleets. These constraints have made ACMI a strategic tool for maintaining network coverage, particularly where connectivity remains fragmented.

However, the operational viability of ACMI in Africa hinges on maintenance support—an area where bottlenecks are becoming increasingly acute. “ACMI leasing in Africa can present more complexities compared to Europe, where all countries follow common EASA [European Union Aviation Safety Agency] standards,” Pericleous says. “In Africa, ACMI airlines are subjected to infrastructure and maintenance standards deviations from EASA.”

The absence of EASA Part 145-certified MROs across much of the continent forces European ACMI operators to deploy their own maintenance teams and establish line stations at lessee bases—an expensive workaround that undermines the cost-efficiency of ACMI contracts.

“Operating in a remote location can result in significant challenges to the importation of spare parts,” Pericleous adds. “Local regulations, custom clearance deals and inadequate supply chain infrastructure frequently complicate the process and potentially result in prolonged periods where the aircraft remains in maintenance.”

ACC Aviation plays a facilitative role, introducing certified MRO facilities to continuing airworthiness management organization teams and supporting negotiations with client engineering departments. But the underlying issue remains: a fragmented regulatory landscape and limited infrastructure continue to restrict collaboration with local service providers.

“The level of collaboration with local MRO providers remains restricted to the ones which hold an EASA Part 145 certification,” Pericleous says. “At major African hubs, there will be EASA Part 145 certified MRO providers; at most other locations, there will be none.”

The technical complexity is compounded by operational challenges. ACMI crews often require specialized training to operate in high-altitude or terrain-sensitive airports. “High-altitude airports impact the aircraft’s engine performance, takeoff and landing characteristics,” Pericleous notes. “Even at major airports, such as Johannesburg or Nairobi, this may be a hurdle as crews will need to be trained on derated takeoff procedures and high-density altitude calculations.”

As African carriers continue to lean on ACMI to meet seasonal and strategic needs, the conversation is shifting toward long-term planning. But without parallel investment in MRO capacity and regulatory harmonization, the full potential of ACMI may remain constrained.