BY THEMBA ZWANE
MBABANE — The Namibian government has pointed to Eswatini Air as an example of why Namibia should have its own national airline, as authorities defend the establishment of Namibia Air despite concerns over the financial challenges associated with state-owned carriers.
Transport Commission of Namibia chairperson Joshua Kaumbi cited Eswatini Air while defending the decision to grant Namibia Air scheduled and non-scheduled air service licences, arguing that even smaller economies in the region have established national airlines.
“Even the smallest country in the region, Eswatini, has Air Eswatini; those countries with a GDP smaller than ours boast of national airlines, also Malawi Airlines. When we granted the licences to Namibia Air, we said, ‘Why not Namibia,’” Kaumbi said in an interview with Namibian publication Confidente.
The reference places Eswatini Air at the centre of Namibia’s justification for reviving a national carrier, with Kaumbi using the Kingdom as a regional example that a relatively small economy can maintain its own national airline.
Kaumbi’s comments came shortly after Namibia Air was granted its air service licences, marking a major regulatory step towards the establishment of Namibia’s new national carrier.
The Transportation Commission of Namibia approved applications for both scheduled and non-scheduled air services, with the licences effective from August 6, 2026, and valid for five years. The licences allow Namibia Air to proceed with preparations including the acquisition of aircraft.
Namibia Air is targeting its first commercial flight for the first week of December 2026, although it still has to complete the regulatory requirements necessary before it can commence passenger operations.
The next major requirement is an Air Operator Certificate (AOC). The Namibian authorities have indicated that the certification process is expected to take about 90 days, while the airline must also secure aircraft as part of the process.
Interim board chairperson Jonas Sheelongo said securing aircraft could take between one and six months depending on availability, while the technical inspection and validation process itself could take less than a month. He stressed that an aircraft is required during the AOC certification process.
ESWATINI AS REGIONAL EXAMPLE
For Kaumbi, the existence of airlines in smaller economies demonstrates that Namibia should not regard the establishment of a national carrier as unattainable.
His specific reference to Eswatini Air is notable because the airline was established as Eswatini’s national carrier and began commercial operations in March 2023.
Kaumbi argued that a national airline should be viewed beyond simply carrying a country’s flag, highlighting its potential contribution to trade, tourism, employment and connectivity.
“A national carrier does more than just fly the Namibian flag. It opens routes for trade and tourism, creates jobs and connects Namibians to opportunities across the region and the world,” he said.
He further argued that Namibia should support the new airline as a national project.
“It is up to Namibia as a country to work together and support the new airline. Even competitors have realised that as a nation we cannot exist without our airline,” Kaumbi said.
His defence comes against the background of Namibia’s previous experience with Air Namibia, which was placed into liquidation in 2021 following years of financial difficulties and dependence on state support.
The collapse of Air Namibia has fuelled scepticism about whether the country should once again establish a state-backed carrier.
Critics have questioned whether Namibia can afford another national airline, particularly given the financial difficulties experienced by its predecessor.
NEW AIRLINE, OLD CONCERNS
The debate has intensified following the granting of the licences.
Namibia Business Review reported that Air Namibia had received billions of Namibian dollars in government support over the years and had accumulated substantial debt before its liquidation. It noted that the new carrier is entering an aviation market where African airlines continue to face significant profitability pressures.
Economist Robin Sherbourne questioned whether government was the appropriate entity to operate a commercial airline, while Independent Patriots for Change MP and shadow minister of works and transport Nelson Kalangula warned that state-owned airlines can struggle when political considerations override commercial viability.
However, supporters of Namibia Air argue that a national carrier can provide strategic benefits that extend beyond direct profitability, particularly in tourism, trade and regional connectivity.
Namibia Tourism Board chief executive officer Sebulon Chicalu welcomed the development, saying a national airline could help address longstanding connectivity challenges affecting tourism and business.
SEVEN AIRCRAFT PLANNED
According to The Namibian, Namibia Air has identified a potential market of about 800,000 round-trip passengers across its domestic and regional routes.
The airline’s proposed fleet consists of seven aircraft — four Embraer ERJ-145 jets and three Embraer E170/E175 aircraft.
The planned aircraft acquisition was estimated at approximately US$35 million, or about N$594 million based on the figures reported in Namibia.
The carrier intends to operate both scheduled and charter services, with its application covering domestic, African and international operations.
Earlier planning indicated that Namibia Air would initially focus on domestic services before expanding into regional markets.
The government has also considered partnerships and code-sharing arrangements with established airlines as part of efforts to make the new carrier commercially sustainable. Discussions have previously included potential cooperation with Ethiopian Airlines and engagement with Botswana.
ESWATINI CONNECTION NOT YET A ROUTE PLAN
Despite Kaumbi’s explicit reference to Eswatini Air, there is no indication in the reports reviewed that Namibia Air has announced Windhoek-Sikhuphe route.
The Eswatini reference was made in the context of defending the principle of having a national airline, rather than announcing a commercial agreement or route between the two countries.
Namibia Air must still complete the AOC process, acquire aircraft and finalise its operational network before beginning commercial services.
The planned December 2026 launch therefore remains dependent on the airline completing these outstanding regulatory, operational and financial requirements.
For Eswatini, however, the Namibian government’s reference is significant: Eswatini Air has effectively been presented by a senior Namibian aviation authority as a regional example of a smaller country maintaining its own national carrier.
Kaumbi said Namibia’s new airline should be regarded as a national responsibility and urged stakeholders to ensure that the project is carefully managed.
“An airline of our own is something to be proud of as a nation and a nation-state, and it is a trust we must all carry with the care it deserves,” he said.
Namibia Air is now moving into the next phase of preparations, with the country aiming to see its new national carrier take to the skies in December 2026, five years after the liquidation of Air Namibia.
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(Courtesy Pic)
