Concerns are mounting over the economic viability of establishing an Airbus Maintenance, Repair, and Overhaul (MRO) facility in Nigeria, with industry stakeholders citing a critical deficit in the aircraft volume required to sustain such a capital-intensive asset.
Currently, Nigeria counts only two active Airbus aircraft within its borders.
The concerns follow an announcement by President Bola Ahmed Tinubu, who welcomed a proposal from European aerospace giant Airbus to establish maintenance and hangar facilities in the country, saying the initiative is part of federal efforts to de-risk domestic aviation and position Nigeria as a regional aerospace and aviation services hub.
However, aviation analysts and stakeholders argue that Nigeria lacks the required ‘critical mass’ to justify the massive capital expenditure of a specialised Airbus base.
Even across the wider West African sub-region, fewer than 30 Airbus aircraft are currently operated collectively by Air Côte d’Ivoire, Air Senegal, United Nigeria Airlines, and the Nigerian Air Force.
Data from Planespotters.net—a comprehensive aviation database that tracks real-time global fleet metrics, production histories, and delivery logs—reveals a stark operational reality. Out of more than 12 active domestic commercial carriers in Nigeria, only United Nigeria Airlines operates a single active Airbus asset: an A320-200.
The Nigerian Air Force also accounts for a single Airbus A330-200.
Furthermore, the data indicates that Ibom Air’s two advanced Airbus A220-300 aircraft are currently parked – the first having been grounded in November 2023 and the second in August 2024. This leaves the Akwa Ibom State-backed carrier with its only remaining Airbus asset still on order from the manufacturer.
However, George Uriesi, chief executive officer, Ibom Air, told BusinessDay that the two aircraft are away on maintenance and the airline is picking up the third one in July.
BusinessDay’s findings show that building a full-scale commercial Airbus maintenance facility (MRO) typically costs an average of $500 million or more, depending on the scale.
Costs vary widely based on building a small, single-bay narrow-body hangar or a sprawling, multi-purpose aerospace ecosystem with engine overhauls, training centres, and component repair.
‘The maintenance facility is not realistic given the number of Airbus aircraft in Nigeria, even in the West Africa sub-region. The critical mass is not there for such. I don’t think that can happen,’ Olumide Ohunayo, industry analyst and director of research at Zenith Travels, told BusinessDay.
Ohunayo recalled that in the past, there have been aircraft manufacturing organisations such as Boeing, among others, that proposed setting maintenance facilities but they never materialised because Nigeria lacks basic infrastructures like power to make this sustainable and cost-effective.
‘If Airbus is coming, it means the federal government is going to fund it 100 percent and they will just walk in with their personnel to manage it, knowing that it will not be a good venture.
‘I think Airbus will concentrate on training, sales and marketing. Maintenance is not something that can happen in the next 10 to 15 years. I think this is just an optic for the coming election to hype the atmosphere. We are yet to see a maintenance facility for Embraer, which has more aircraft in the sub-region,’ he said.
He suggested that Nigeria should concentrate on how to increase the number of aircraft in the Nigerian fleet, ensure airports work beyond the 6pm closing time, improve security and increase disposable income so that Nigeria will continue to fly and have more passengers for the airline.
‘The moment we build a robust industry, other things such as MRO will take shape,’ Ohunayo said.
Samuel Caulcrick, the former Rector of the Nigerian College of Aviation Technology (NCAT), said on paper, the MRO project looks promising, but in reality, an MRO facility requires a critical mass of aircraft to remain economically viable.
‘An MRO needs a steady stream of roughly 150 to 200 aircraft undergoing heavy maintenance per year to break even. Nigeria’s entire operational commercial fleet across all domestic airlines is relatively small (estimated under 100 aircraft),’ Caulcrick said.
He hinted that even if every single domestic operator flew exclusively Airbus aircraft, the total aircraft volume is insufficient to justify the multi-million dollar capital expenditure of a full-scale heavy MRO base.
Seyi Adewale, the chief executive officer of Mainstream Cargo Limited, however, argued that the project is realistic because it may not serve Nigeria alone but the entire West Africa.
Adewale also argued that if the facility is principally owned and managed by Airbus rather than through and 3rd party partners, this will attract others from wider regions.
‘Regarding Nigeria’s MRO needs, many airlines are tending towards the purchase of Airbus because they have very good technology, EU-based manufacturers have less propensity to sanction other countries at will and do not use procurement of aircraft spare parts as a ‘weapon’. Also, Airbus has had no major aircraft mishaps, unlike its major competitor.
‘In addition, some other commercial aircraft brands have not survived well in Nigeria, except for ATRs, in my opinion. Importantly, the federal government declared that it will set up a leasing company, and it could be inferred that this company will partner with Airbus,’ he said.
According to him, aircraft manufacturers like Airbus also make and maintain drones, and since drones are critical in the fight against insecurity, this would be considered a move in the right direction.
He, however, suggested that the maintenance facility being set up in Nigeria should not be limited to fighting insecurity alone but should be used to reduce foreign exchange sourcing, enhance skill upgrade for military and aviation personnel and aid potential technological transfer.
President Bola Ahmed Tinubu had emphasised Nigeria’s urgent need for modern helicopters and fixed-wing aircraft capable of supporting security operations, logistics, and national development priorities, in furtherance of his administration’s effort to end the intractable security challenges in some parts of the nation.
The President spoke recently during a meeting with a delegation from Airbus, led by Thierry Cloutet, Head of Regional Business Growth Africa and the Middle East, on the sidelines of the Africa CEO Forum in Kigali, Rwanda.
The President had called for the accelerated delivery of the three Apache helicopters already ordered by Nigeria to support ongoing security and counterterrorism operations, underscoring his administration’s determination to deploy all assets against terrorists across the nation.
Alex Nwuba, President of the Aircraft Owners and Pilots Association of Nigeria, told BusinessDay that the total fleet in Nigeria doesn’t justify an Airbus sized MRO, and even when the entire West African Airbus fleet is added, it still doesn’t come close to the volume needed to make such a facility viable.
Nwuba, however, hinted that this could still be part of a bigger market positioning strategy, as moves like this help shape future aircraft purchases, influence government policy, and give Airbus a stronger foothold in the region.
‘So while the economics don’t support it today, the announcement might be more about long term influence than immediate operational reality,’ he added.