Aviation, aerospace, and a new national airline

Ghana stands on the periphery of a historic transformation—one that transcends mere national infrastructure and boldly asserts our place in the global future.
As the world accelerates towards advanced civilization and interconnectivity, President Mahama’s plan to establish a National Airline must be seen as a strategic move for economic advancement, international positioning, and regional leadership.

The golden key to economic power and global presence
Throughout my aviation career, I have often encountered a common public perception that the establishment of a national airline begins and ends with the acquisition of aircraft and the transportation of passengers from one destination to another. Surprisingly, a national airline is far more than just a fleet in the sky—it is a strategic National Asset.
I have come to appreciate certain unspoken truths about the significance of having a national airline—truths that are very practical yet often overlooked.
A National Airline is a powerful symbol for gaining investor confidence, signals stability and ambition, demonstrating to the global community that Ghana is serious about infrastructure development, regional connectivity, and its international presence.
The move to establish a national airline will reflect Ghana’s commitment to long-term economic planning, thereby reassuring foreign direct investors (FDIs) and institutional partners of a stable and forward-looking investment environment.
It is again surprising to note that well-structured and functioning national airline will position Ghana as a well-organized and accessible destination, reinforcing our image as an investable and globally integrated economy.
Beyond aviation, National Airlines complements tourism, trade, and business development policies, serving as a soft-power tool that enhances Ghana’s positioning as a rising economic hub on the African continent and a gateway to commerce, tourism, investment, and diplomacy.
A National Airline will again deepen Ghana’s potentials of becoming West Africa’s aviation hub, strengthen our balance of trade through aviation-linked tourism, and supports ancillary sectors such as hospitality, agriculture, and logistics.
Apart from improving Ghana’s global brand presence, the National Airline will also stimulate a transformative ripple effect across multiple sectors of the economy.
The national airline is also a catalyst for job creation through aviation-linked tourism and related industries such as hospitality, catering, ground handling, logistics, and airport services.
These interrelated sectors will also witness a surge in demand, creating thousands of direct and indirect jobs for the Ghanaian youth.

Equally important, the airline will become a driving force for capacity building and skills development within Ghana’s aviation ecosystem.
It will stimulate demand for specialized training in key areas such as pilot training, aircraft maintenance engineering, avionics, ground operations, cabin crew management, and air traffic control.
This will not only address domestic human resource needs but also position Ghana as a hub for professional aviation training on the continent.
Skilled professionals emerging from this ecosystem—such as trained pilots, maintenance technicians, and avionic specialists—could be harnessed as part of Ghana’s labour export strategy, contributing significantly to foreign remittances and global competitiveness.
Furthermore, the National Airline will be key in advancing regional connectivity and integration under the African Continental Free Trade Area (AfCFTA).
It will facilitate the efficient movement of people, goods, and services across African markets, reducing logistical barriers and improving intra-African trade.
This enhanced connectivity will not only deepen Ghana’s economic linkages with neighboring countries but also position Ghana as a strategic transit point and commercial hub within the sub-region.
The ripple effect will be a more interconnected, prosperous, and self-reliant Africa—with Ghana leading from the front.

Model to make air travel more accessible
In developing the full potential of Ghana’s National Airline, it is necessary to explore strategic operational models that align with both national objectives and market demand.
One such model is the Low-Cost Carrier (LCC) approach, which presents an opportunity to make air travel much more accessible across the subregion.
By implementing a low-cost airline strategy through prudent operations in line with aviation best practices, Ghana can offer affordable and accessible air transport options to a broader segment of the population—especially in West Africa where connectivity gaps and high-ticket prices remain barriers to mobility.
This model will not only stimulate increased passenger volumes and tourism but will also enhance domestic and regional integration by connecting secondary cities and underserved routes.
In an era where affordability drives travel behavior, a Ghanaian low-cost airline could emerge as a game-changer, making air travel no longer a luxury for the few but a necessity for many. Moreover, this model can coexist alongside full-service operations, allowing the national carrier to operate dual brands or hybrid services that cater to both budget-conscious travelers and premium passengers.
With the right regulatory support and efficient cost structures, Ghana stands a strong chance of becoming a low-cost aviation hub for West Africa—strengthening trade, developing AfCFTA integration, and positioning the National Airline as a commercially viable, socially inclusive, and regionally competitive enterprise.

Passenger Rights:
The Montreal Convention 1999 must be the heartbeat of this strategic move
While discussions about fleet size, destinations, and airline profitability often dominate aviation conversations, it is important not to overlook the most central stakeholder in the aviation ecosystem—the passenger.
Since the institutionalization of the Chicago Convention in 1944, the global aviation landscape has been grounded in strong legal and ethical principles that govern international civil aviation. Among these principles, the commitment to passenger rights has remained a significant—and this is precisely where the Montreal Convention of 1999 (MC99) becomes an essential document for Ghana’s aviation future.
As we seek to expand our aviation footprint through the establishment of a National Airline and deepen our regional connectivity, our adherence to international standards that protect passengers must not be overlooked.
The Montreal Convention reinforces the responsibility of airlines and states to ensure fair treatment, safety, compensation, and accountability in the event of delays, damage, or loss—making it a critical tool in encouraging consumer trust and enhancing service quality across Ghana’s aviation sector.
The Montreal Convention 1999 is an international treaty adopted to unify and modernize rules governing the rights of passengers in cases of flight delays, cancellations, baggage loss or damage, injury, and death during air travel.
It replaced earlier conventions with a more passenger-centric framework, ensuring that air travelers are not left vulnerable or voiceless when mishaps occur.
Ghana acceded to the Montreal Convention (MC99) on 28 February 2017, and the convention entered into force for Ghana on 30 May 2017.
This means Ghana is legally bound by the provisions of the Convention in its international aviation operations.
The Montreal Convention 1999 is an international treaty that modernizes and unifies rules relating to the liability of airlines in case of Passenger injury or death, Baggage loss, delay or damage, Cargo loss or damage and Flight delays.
While efforts are underway to enhance Ghana’s aviation ecosystem—including the formation of a National Airline—it is equally important to scale up the conversation around airline operations across the country.
Doing so will improve passenger confidence, encourage greater trust in the system, and strengthen hospitality assurances, ultimately positioning Ghana as a preferred aviation and tourism destination.
Throughout my years in the industry, advocacy for passenger rights has been my heart beat.
In fact, it is one of the fundamental beliefs that inspired the establishment of the Chamber of Aviation—a platform I founded to promote a more inclusive, passenger-focused, and sustainable aviation sector in Ghana.
I have consistently supported the idea that the true success of any national airline must be measured not only by the size of its fleet or its route network, but by how well it treats its passengers, especially during unforeseen circumstances.
Ghana’s firm commitment to the Convention should not just be a formality—it must reflect in the operational code of our national airline and all carriers operating in our airspace.
By institutionalizing the principles of the Montreal Convention within our domestic aviation framework, we can assure both local and international travelers that Ghana is a safe, dignified, and rights-conscious air travel environment.
This will raise trust, enhance our tourism appeal, and strengthen our reputation as a responsible and forward-looking aviation hub.
Moreover, this presents an opportunity for Ghana to take leadership in the advocacy and enforcement of passenger rights across West Africa, serving as a model for the region.

Cabotage
As Ghana works toward establishing a robust, competitive and a self-sustaining national airline, it is important to also examine the role of cabotage laws in protecting national aviation interests. Cabotage refers to the transport of goods or passengers between two points within a country by a foreign airline or operator.
In many countries, such operations are restricted or heavily regulated to protect domestic carriers and safeguard national economic interests.
For Ghana, the establishment of a national airline must be accompanied by clear regulatory frameworks that protect our skies from being dominated by foreign carriers under the guise of partnership or open skies agreements.
Without such protections, local airlines—especially a newly formed national carrier—may find it difficult to compete, limiting the potential growth of domestic aviation and eroding the economic benefits meant for the country.
It is important for policymakers to begin discussions around domestic airspace protection, ensuring that Ghanaian carriers are prioritized in routes, access, and air transport rights, particularly in the wake of regional liberalization efforts such as the Single African Air Transport Market (SAATM).
A balanced approach will encourage fair competition while still allowing for strategic partnerships that benefit the Ghanaian aviation sector.

Establishing GAADA
To chart a truly ambitious and future-ready course, Ghana must institutionalize the Ghana Aviation and Aerospace Development Agency (GAADA).
This agency would serve as the central body responsible for leading national strategy in aviation and aerospace development, innovation incubation, policy formulation, and research and development (R&D).
It is no longer sufficient to merely operate aircraft—we must develop national capacity to design, build, and innovate through strategic partnerships within the broader aviation and aerospace ecosystem.
GAADA will also serve as a catalyst for youth empowerment through STEM education, driving the development of local talent and ensuring Ghana’s active participation in the global aerospace evolution.
Importantly, GAADA will serve as an independent advisory body to government, offering strategic insights distinct from the Ghana Civil Aviation Authority (GCAA)—which regulates the industry—and Ghana Airports Company Limited (GACL)—which manages airport infrastructure.
This will ensure a more balanced, forward-thinking, and innovation-driven approach to aviation policy and national planning.
Ghana already benefits from similar institutional frameworks in other sectors, such as the Ghana Investment Promotion Centre (GIPC), which spearheads investment policy and promotion; the Ghana Export Promotion Authority (GEPA), which focuses on non-traditional exports; and the Ghana Free Zones Authority (GFZA), which supports industrial development and trade.
Just as these agencies provide strategic direction beyond the remit of operational regulators and implementers, GAADA will function as Ghana’s strategic think-tank and coordination body for aviation and aerospace advancement.
The establishment of the GAADA, will position the nation not just as an aviation hub, but also as a future player in aerospace research, innovation, and global competitiveness.

Adopting COMAC
In selecting strategic partners for Ghana’s National Airline, it is imperative to look beyond the conventional players and explore emerging forces shaping the future of global aviation.
The Commercial Aircraft Corporation of China (COMAC) presents an exciting and forward-looking opportunity for Ghana to diversify its aviation partnerships while tapping into next-generation technologies and cost-effective aircraft solutions.
While Boeing and Airbus continue to dominate global fleets, COMAC represents a rising third force in the global aviation manufacturing ecosystem.
Ghana can strategically position itself as a launch market and regional demonstration zone for COMAC aircraft in Africa—an opportunity that could open doors to technical cooperation, aircraft maintenance facilities, assembly lines, and localized supply chains.
This partnership would not only support the operational goals of the National Airline but also catalyze industrial development, technical skills transfer, and technology localization, aligning perfectly with Ghana’s broader industrialization agenda.
A strategic alliance with COMAC would signal Ghana’s readiness to embrace innovation and redefine its aviation future, while creating a competitive advantage in fleet acquisition, maintenance cost optimization, and aviation technology adoption.
In recent times, there have been notable industry engagements between the South African Civil Aviation Authority (SACAA) and the Civil Aviation Administration of China (CAAC), leading to the signing of Memorandum of Cooperation (MoC) aimed at enhancing bilateral aviation collaboration.
This cooperation seeks to ehance areas such as airworthiness certification, personnel licensing, aviation training, drone technology, and sustainable aviation fuels.
Industry analysts suggest that China may be leveraging this partnership as a strategic foothold to introduce the COMAC program into the African aviation market.
As a country, we must not overlook this strategic shift. We have the natural advantage of our geographic location as the Gateway to the West African Sub-Region, a growing aviation market, and a stable democratic environment.
These attributes place us in a strong position to attract COMAC’s regional presence, offering a competitive edge to integrate COMAC aircraft into our future national airline fleet.
Through a strategic affiliation with COMAC, Ghana stands to benefit from technology transfer, training opportunities, local MRO (Maintenance, Repair, and Overhaul) development, and potential industrial partnerships—strengthening our aviation ecosystem and industrial base.
This presents an opportunity to position Ghana as a regional hub for aviation innovation and aircraft technology partnerships.

Harnessing Ghana’s proximity to the equator for aerospace exploration
One of Ghana’s most underutilized strategic advantages is its geographic proximity to the Equator—a priceless asset in the realm of aerospace and satellite launch technology.
This natural positioning substantially reduces the energy required to launch spacecraft, making Ghana an ideal location for a Space Launch Pad.
By leveraging this advantage, Ghana can partner with global space agencies and private investors to position itself at the frontier of the rapidly emerging global space economy.
Such a giant move would attract foreign direct investment, enhance technological innovation, and establish Ghana as a hub for Earth observation, climate monitoring, satellite internet services, and intercontinental space logistics.
The benefits are far-reaching: reduced launch costs due to fuel efficiency; increased foreign direct investment from global aerospace companies; opportunities for technology transfer, research, and local innovation; and promotion of STEM education; enhanced climate monitoring and environmental protection through satellite deployment; provision of satellite broadband connectivity across West Africa; and the potential for Ghana to become a point for future global space trade and logistics.

Beyond just food and trade
Critics may argue that Ghana has more urgent priorities—feeding the nation, creating jobs, and addressing infrastructure gaps.
But history reminds us that true progress stems not only from solving immediate challenges, but from visionary investments in the future.
In the 1940s, the world questioned why scientists were splitting atoms while hunger and war plagued humanity.
Yet from that enterprise—once dismissed as irrelevant research—emerged quantum physics, which laid the foundation for modern computing, the internet, and artificial intelligence.
Without quantum science, today’s digital revolution would not exist.
Likewise, Ghana must prepare now for the global realities of tomorrow.
Aerospace is no longer a distant ambition—it is the next frontier.
It is not a luxury, but a necessity in a world advancing toward Type 1 Civilization—a planetary civilization built on energy innovation, scientific exploration, and space capability.

The time for Ghana to act is now
We must not wait to be invited to the table of the future—we must build our own seat.
The abrupt withdrawal of USAID support should be a wake-up call. Ghana must break free from aid dependency and chart its own course toward global relevance and self-reliance.
Our youth, innovators, thinkers, and policymakers must rise to this defining moment.
If we do not prepare for the future, we risk being excluded from it entirely.
Let us not repeat history by dismissing frontier research and innovations.
Countries that explore the impossible today are the very ones who shape the reality of tomorrow.
The sky is not the limit—it is only the beginning.
By Joshua Nyako Codjoe-Ossa