African Countries Overflight Permit & Its Requirements

Overflight permits are mandatory authorizations issued by a country’s civil aviation authority, allowing a foreign business aircraft to transit its airspace. In African airspace, these permits are essential when flying over regions such as the Cairo FIR in Egypt, the Johannesburg FIR in South Africa, or the N’Djamena FIR covering parts of Central Africa.

 

Applications must be submitted in advance and generally include the flight schedule along with supporting aircraft documentation. The importance of aircraft documentation includes the aircraft’s certificate of registration and airworthiness, pilot licenses, crew/passenger manifests, insurance certificate, etc.

Navigating African Aviation Permits: Timelines, Regulations, and Regional Variations

Permit processing times vary significantly by region. In many African states, applications are recommended two to five days in advance, though approvals may be granted within 24 to 72 hours if documentation is complete and accurate. Planners must also consider local working days, as some West African CAAs close on Fridays and Saturdays, while others in East Africa may not process applications over the weekend. Each country enforces its own requirements: for example, Ghana’s authorities note that private flights may be required to obtain landing or overflight clearance, while Nigeria mandates a non-resident flight permit for any foreign aircraft transiting its airspace.

 

Country	Overflight Permit Required?	Lead Time	Notes / Process
Egypt	Yes (all flights)	~2–3 days (private)	Egypt CAA issues 24‑hr permits; no processing fee. Apply via Egyptian CAA (MoCA) with flight plan and crew/passenger list. (Weekend = Friday/Saturday closures.)
Nigeria	Yes	≥48 hours (overflight); 72h (landing)	The NCAA requires permits for any non-Nigerian aircraft overflying or landing. Submit to NCAA at least 2 business days ahead with full flight details; landing permit (if touching down) 3 days in advance.
Kenya	Yes	≥48 hours	KCAA (Kenya CAA) mandates clearance for all flights. Applications are filed online via the AATIS portal. Required docs include pilot licenses, certificate of registration, airworthiness, insurance, etc. Note: KCAA offices are closed Fri/Sat (no backups).
Tanzania	Yes	Varies (1–3 days)	All foreign flights (overflight or landing) must obtain TCAA clearance before flying. Applications are made through TCAA’s online Flight Permit system. Include full itinerary and aircraft docs. (Zanzibar flights need separate permission.)
Morocco	Yes	~2 days	Morocco generally requires clearance for any overflight. Casablanca’s airport notes landing permits “may be required” based on flight type. Business jets apply via Morocco’s ANAC (Ministry of Transport); provide crew/passenger list, insurance, etc. Expect standard lead times of a couple of days.
Ghana	Yes	~1–2 days	Ghana CAA requires permits for overflight and landing. Accra’s airport information indicates landing permits “may be required” for private jets. Applications go through the CAA portal, with documents (aircraft registration, noise certificate, crew details) and a processing fee (~USD 150 per leg). Lead times of 1–2 business days are typical.

 

Each country enforces its own rules. Some require separate permits for overflight and landing, impose specific validity windows, or mandate additional steps such as local navigation fees or diplomatic clearance for government traffic. Operators should always verify the latest AIP or consult the local CAA. Many rely on consolidated planning guides or trip-support services to manage multi-country filings efficiently. By coordinating directly with CAAs and handling complex requirements, these services help ensure that flights remain on schedule and compliant.

Regional Differences in Africa

West Africa

Many countries, including Nigeria, Ghana, Senegal, and Ivory Coast, require overflight permits for all non-local flights. Processing offices typically operate during weekday hours (Monday–Friday) and may require submissions in English or French. Lead times generally range from one to three days. Several states also enforce “entry/exit” procedures, requiring filings both when entering and leaving the FIR. Fuel stops at airports such as Dakar, Abidjan, or Accra necessitate both landing permits and overflight clearance of the FIR.

Central Africa

Countries such as Cameroon, the Democratic Republic of Congo, and Congo often have restrictive procedures. Lead times may exceed one week. Some aircraft types, particularly older jets, can face additional restrictions. Approvals may be delayed due to civil and military coordination. Entry through international airports, such as Douala or Brazzaville, requires advance landing clearance. Overflights also require permits and payment of navigation fees in USD or local currency.

East Africa

Kenya, Tanzania, Uganda, Ethiopia, and similar states generally use online portals or email-based permit systems, allowing for relatively faster processing. For instance, Kenya’s AATIS system typically issues permits within one to two days. East African CAAs operate mainly on local weekday schedules (some observe a Sunday–Thursday workweek). Aircraft flying east–west across the Indian Ocean (e.g., Nairobi–Mogadishu) must obtain each country’s permit, though bilateral agreements sometimes simplify clearances. Uganda and Rwanda similarly require permits but provide English-language support.

North Africa

Egypt, Morocco, Algeria, and Tunisia all require overflight and landing permits. Egypt’s CAA operates half-day schedules (0800–1200Z) and issues permits valid for 24 hours. Morocco handles filings via email or fax, typically requiring 48 hours’ notice. Airspace in these FIRs is tightly controlled, though major cities maintain dedicated business aviation desks for faster processing.

Southern Africa

Countries such as South Africa, Angola, and Mozambique generally have more streamlined systems. South Africa, the most frequently visited, requires permits for all foreign jets, including landing and overflight. These permits are typically issued within 72 hours. Mozambique and Angola often process permits in two to three days and provide English-language support. Southern African CAAs are generally efficient, but operators should account for local handling of navigation fees and other administrative requirements.

 

In different parts of Africa, operators often point out that working hours and language requirements can really vary. For example, French-language forms are common in a lot of West and Central African countries, while English is more standard in East and Southern Africa. It’s always a good idea to double-check each country’s AIP or current NOTAMs. One example: Uganda asks for 72 hours’ notice for landing permits, but just next door, Kenya might give approval in 48 hours or less. In sum, plan for at least “entry-permit” clearance for every country entered, and expect to coordinate with multiple authorities on multi-leg trips.

Operational Examples

Citation Longitude – Europe to Southern Africa

A business trip from Geneva to Johannesburg on a Cessna Citation Longitude would cross Italy, Greece, Egypt, Sudan, Kenya, Tanzania, and possibly Malawi. Overflight permits are required from Egypt, Sudan, and Kenya (among others), typically 3–5 days in advance. For Egypt, an overflight permit is valid for 24 hours with no fee. In Kenya, the AATIS system requires pilot licenses, certificate of registration, insurance, and passenger list.

 

Sudan (Khartoum FIR) additionally requires navigation charges to be settled. The crew also ensures visas are valid and aircraft documentation such as the certificate of airworthiness and noise certificate are submitted. Any short-notice reroutes must be re-coordinated with each civil aviation authority before departure.

Phenom 100EX – Transatlantic Tech Stop

An Embraer Phenom 100EX flying New York → Azores → Dakar → Accra crosses Portuguese and West African airspace. Portugal allows private overflights without a permit, but Senegal requires a landing/overflight permit with 48 hours’ notice. In Ghana, both overflight and landing permits must be filed at least two days before arrival.

 

Required documents include the aircraft certificate, insurance, noise certificate, and crew details, with a USD 150 processing fee submitted via the Ghana CAA portal. Dispatch ensures navigation charges are paid (commonly billed through IATA Eurocontrol) and enters permit numbers in the flight plan. Even a short-range aircraft like the Phenom must comply with multiple national regulations when crossing several African FIRs.

PC‑24 – Intra‑Africa Hop

A Pilatus PC-24 flight from Nairobi (Kenya) to Entebbe (Uganda) demonstrates that even short regional hops demand full compliance. Uganda CAA requires an overflight/landing clearance at least 48 hours prior, submitted online with registration, AOC (if charter), crew licenses, and passenger list.

 

Kenya CAA simultaneously clears the departure. On the day of flight, permit numbers are added to Item 18 of the flight plan, and printed approvals are carried on board along with customs documentation. This shows that no cross-border flight, however short, is exempt from regulatory authorization.

FAQs on African Overflight Permits

1. Do African countries require overflight permits for repositioning or ferry flights with no passengers onboard?

Yes. Most African civil aviation authorities enforce permit requirements even for empty or maintenance repositioning flights. These operations are still categorized as private non-revenue and need formal clearances. Bilateral agreements may provide limited exemptions, but for non-African registered aircraft, overflight permits remain mandatory. The request should clearly state the flight purpose (e.g., “Ferry/Tech Flight – No Pax”).

2. How are overflight permits typically delivered or confirmed once approved?

Permits are typically issued by email in PDF or text format, sent directly from the civil aviation authority (CAA) or an appointed government office. Some CAAs also copy the area control center (ACC/FIR) for ATC alignment. Each approval usually specifies:

 

• Permit number
• Valid time window (often 24–72 hours)
• Flight route and aircraft registration
• Contact information for ATC/FIR coordination

 

Operators must include the permit number in Item 18 of the ICAO flight plan (Field RMK/) and carry a printed copy onboard for ramp or ATC verification.

3. What are the common rejection reasons for African overflight permits?

Frequent reasons for permit denial or delay include:

 

• Missing or outdated documents (insurance, registration, etc.)
• Improper or restricted routing
• Submissions outside CAA working hours or near local holidays
• Unpaid navigation or permit fees from earlier flights
• Insufficient justification for sensitive or restricted airspace

 

To reduce risk, operators should maintain a verified aircraft document library and cross-check routings against each FIR’s AIP and NOTAMs before submission.

4. Is there a standard format for submitting overflight permit requests across Africa?

No. There is no continent-wide standardized format. Although ICAO guidelines shape the general framework, each African country applies its own submission method, which may include:

 

• Online portals – e.g., Kenya’s AATIS, Tanzania’s Flight Permit system
• Email or fax submissions – common in Nigeria, Morocco, and Ghana
• Manual or in-person delivery via local agents – frequently used in Central Africa

 

Differences also extend to document naming conventions, submission order, and required language (English in some states, French in others). Flight departments must adjust paperwork to meet each authority’s expectations.

 

Overflight permits in Africa involve country-specific variations, with requirements that frequently change. Staying compliant demands careful monitoring of local regulations and precise documentation management. Just Aviation supports business jet operators in overcoming flight permits challenges through solid coordination and planning, ensuring timely approvals, regulatory compliance, and smooth passage across every region’s airspace.