Proposed Mbarara Airport Sets the Stage for Uganda’s Next Aviation Phase

Uganda’s proposed Nyakyisharara, Mbarara international airport marks an emerging aviation initiative as stakeholders watch demand, financing and implementation progress..

Government has been directed to fast-track development of a proposed international airport complex at Nyakyisharara near Mbarara City, positioning western Uganda within emerging long-haul aviation discussions. In a February 11, 2026 directive, the President instructed relevant ministries to support private developer Base Seven Company in implementing what has been framed as a privately financed Build-Operate-Transfer (BOT) project.

On paper, the concept is significant in scale. The proposed airport footprint is estimated at about 21 square kilometres, with plans indicating two 5.5-kilometre runways and a 3.7-kilometre reserve runway. The strategic rationale presented links the facility to potential South America–Asia traffic flows, with the possibility of offering an additional routing option via western Uganda.

Conceptual rendering of a possible future airport configuration at Nyakyisharara (illustrative only).

It is still quite early days to draw firm conclusions on detailed engineering parameters pending full feasibility disclosure. However, the indicated 5.5-kilometre runway length sits at the upper end of global commercial airport design, even allowing for Nyakyisharara’s approximately 1,400-metre elevation and associated high-temperature performance considerations. By comparison, many high-altitude international airports typically operate with runways in the 3.5–4.5 kilometre range, suggesting the final design assumptions will become clearer as technical studies progress.

From a routing standpoint, the concept is geometrically feasible. Its commercial trajectory will likely depend on how airlines assess the location relative to established long-haul networks, particularly in an operating environment increasingly shaped by ultra-long-range aircraft and established refuelling ecosystems.

If the project evolves toward a refuelling role, aviation fuel economics will be an important variable. Uganda’s emerging oil developments may strengthen the country’s long-term aviation fuel position, although the extent to which domestic refining and inland logistics can support globally competitive Jet A-1 supply will become clearer over time.

The project is presented as privately financed, through  a Build-Operate-Transfer (BOT) model, with investors expected to recover costs through user charges and associated commercial development. The directive to the Ministry of Works and Transport to realign the Mbarara–Ibanda Road, with immediate effect, points to early enabling activity. As implementation advances, market observers will be watching how costs and responsibilities for associated infrastructure are ultimately structured and sequenced.

Land assembly is another practical consideration. Government control over the existing Nyakyisharara aerodrome is established, while delivery of a 21 sq km airport complex would likely involve acquisition and safeguarding of surrounding parcels, including preservation of future expansion corridors — areas that typically feature in lender due diligence as projects mature.

The proposal also comes as Uganda advances multiple aviation investments, including ongoing expansion at Entebbe and development of Kabalega International Airport in Hoima. From a national network planning perspective, stakeholders will be observing how traffic segmentation, cargo specialization and investment sequencing evolve across the three facilities over time.

Uganda’s rising passenger traffic at Entebbe provides a supportive macro aviation backdrop, and the presence of an identified private sponsor gives the Nyakyisharara concept early structural definition. As with many large-scale aviation developments, the project’s longer-term trajectory will become clearer as feasibility work, airline engagement and financing structures progress.

Bottom Line

The Mbarara airport concept reflects a significant strategic aviation initiative. Its long-term positioning will become clearer as technical studies, market engagement and implementation planning continue to develop in the coming project phases.

CFUg Market Watch

Category	Signal
Stage	Early concept with high-level political backing
What to watch next	Bankable feasibility and traffic forecasts Airline or cargo MOUs Financing structure clarity Risk allocation under BOT framework Regulatory pathway (UCAA approvals)
Near-term opportunities	Aviation and PPP advisory services Surveying and E&S baseline work Land acquisition and resettlement planning Early enabling works (as scope develops)
Risk flags	Demand validation for large-scale facility BOT structuring and public–private interface Land assembly beyond existing aerodrome Enabling works sequencing (including road diversion) Fuel competitiveness relative to regional hubs