By Abdikarim Haji Abdi Buh

For many Somalis, the sight of a blue-tailed aircraft bearing the white star of the Somali flag was once a proud symbol of sovereignty. In the 1970s and 80s, Somali Airlines connected Mogadishu to the world — from Nairobi to Rome, Frankfurt, Cairo, and even Beijing. The national carrier was not just an airline; it was the embodiment of an ambitious young republic that believed it had a place among the nations of the world.

Today, three decades after the last Somali Airlines plane disappeared from the skies, the dream of a national flag carrier is being whispered again in government circles. But beneath the nostalgia lies a hard question: Can Somalia, whose national budget is largely funded by foreign donors, afford the luxury of a flag carrier?

The Golden Age of Somali Airlines

Somali Airlines was founded in 1964, just four years after independence, as a joint venture between the Somali government and Alitalia flag carrier. The partnership provided technical expertise, crew training, and access to international routes.

The airline began modestly—with a fleet of DC-3s and Fokker F27s—serving domestic routes across Mogadishu, Hargeisa, Berbera, and Kismayo. By the late 1970s, Somali Airlines had expanded to international routes, flying Boeing 707s and 720Bs to Rome, Frankfurt, Cairo, Nairobi, and Jeddah.

For Somalis, these flights meant more than air travel—they were a statement of nationhood, a connection to the wider world at a time when Somalia was asserting itself as a modern African state.

But the golden age was short-lived. The 1980s brought economic decline, corruption, and rising political repression. The civil war that erupted in 1991 grounded Somali Airlines permanently. Aircraft were destroyed, looted, or stranded abroad. Its headquarters in Mogadishu became a hollow relic. The dream of a Somali flag carrier vanished into the smoke of war.

A New Era, Old Aspirations

In the years since, Somalia’s airspace has slowly reopened—first under international management, then under Somali control again in 2018 after a 27-year hiatus. Private airlines such as Daallo Airlines, Freedom Airline Express, and Halla Airlines now dominate domestic and regional routes, connecting Mogadishu with Garowe, Kismayo, Hargeisa, Nairobi, and Dubai.

These private carriers are lean and pragmatic. They operate leased aircraft, rely on small crews, and adapt quickly to market shifts. They have kept Somalia connected even when politics, security, and infrastructure failed.

In contrast, a national airline—owned or subsidized by the state—would demand massive investment, technical capacity, and long-term subsidies. The question is whether Somalia can afford such a venture.

A Budget Built on Donor Support

More than 75 percent of Somalia’s national budget is funded by international donors. Western partners and multilateral agencies bankroll everything from civil servant salaries to the security forces fighting Al-Shabaab. The country’s tax base remains fragile, and most federal member states struggle to fund basic services.

In this context, a flag carrier would not only be financially risky—it would be politically sensitive. A loss-making airline funded by foreign aid could provoke backlash from donors already frustrated with corruption and mismanagement.

Even wealthier African nations have struggled to sustain their flag carriers. Zambia Airways, Uganda Airlines, Air Tanzania, Ghana Airways, and Nigeria Airways have all collapsed at various points, consuming millions in state funds before being shut down or privatized.

As one aviation economist in Nairobi put it:

“A flag carrier is a prestige project. But prestige cannot replace fiscal discipline. If Somalia cannot fully fund its hospitals or schools without donors, it cannot afford to pour scarce resources into an airline that will almost certainly lose money.”

The Changing Nature of Air Travel

In today’s aviation world, flag carriers have lost their monopoly on national identity. Global alliances, code-sharing agreements, and low-cost carriers have made air travel more accessible and competitive.

Somalia already benefits from international partnerships—Turkish Airlines operates direct flights to Istanbul, Qatar Airways connects Mogadishu to Doha, and Ethiopian Airlines offers regional access through Addis Ababa.

These routes effectively connect Somalia to the world without the government owning a single aircraft. Through well-negotiated code-share agreements or joint ventures, Mogadishu could strengthen air access and aviation training without the financial burden of a flag carrier.

Memory and Meaning

Despite the hard economics, Somali Airlines still lives on in memory. For older generations, it evokes a sense of unity, professionalism, and dignity—a time when Somali passports were respected and Mogadishu International Airport was a regional hub.

For younger Somalis, many of whom have never seen a Somali-flagged aircraft, the dream of reviving the national airline carries a different symbolism: the hope that Somalia can stand again as a functioning state.

That symbolism is powerful—but it can also be dangerous if it distracts from priorities like stability, education, or infrastructure. As one former Somali pilot who flew with the airline in the 1980s put it:

“Somali Airlines was built on pride and partnership. But pride alone doesn’t fly planes. Discipline, investment, and trust do. We don’t have those yet.”

A Smarter Path Forward

Instead of resurrecting a costly state-owned airline, Somalia could:

a) Promote private sector expansion through tax incentives and fair regulation.

b) Invest in aviation training institutes to build the next generation of Somali pilots, engineers, and air traffic controllers.

c) Develop a national air transport strategy focusing on safety, connectivity, and partnerships rather than ownership.

d) Leverage the Somali Civil Aviation Authority as a source of sustainable revenue through transparent management of overflight fees and licensing.

Such steps would strengthen Somalia’s aviation sector sustainably—without reviving the financial burdens that destroyed Somali Airlines decades ago.

The Verdict

The dream of a blue-starred tail gliding over African skies is undeniably romantic. But for a country still rebuilding its institutions and relying on external funding for survival, a flag carrier remains a luxury it cannot afford.

In a nation where symbolism often collides with survival, Somalia may need to keep its aviation dreams grounded—at least until the foundations of the state are strong enough to lift them skyward once again.

Sidebar: Somali Airlines – Pride and Ruin (1964–1991)

1964: Somali Airlines established as a joint venture between the Somali Republic and Al-Italia.
1971: Somali government takes full ownership.
1977–1980: Expansion into Europe, the Middle East, and Asia. Regular routes include Rome, Frankfurt, Cairo, and Jeddah.
1983: Fleet includes Boeing 707s, 720Bs, Fokker F27s,  Cesena 402 and DC-10s leased for pilgrimage routes.
1991: Civil war erupts. The airline ceases operations; planes stranded or destroyed.
1995–2000: Attempts to revive the carrier fail amid political instability.
2018: Somalia regains control of its airspace, sparking renewed calls for revival.

Trivia:

• Somali Airlines’ Boeing 707 fleet once carried the blue-and-white Somali flag to five continents.
• Its motto in the 1980s: “The Friendly Wings of Africa.”
• Many of its pilots and engineers later joined Emirates, Ethiopian Airlines, and Qatar Airways.

Abdikarim Haji Abdi Buh
Email: abdikarimbuh@yahoo.com
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Buh is a former Somali Airline Head of Traffic Procedures and Standards Office