Nigeria has gone 13 consecutive months without recorded aviation fuel imports by oil marketing companies, marking a major shift in a market that once depended heavily on foreign supply.
Data from the Nigerian Midstream and Downstream Petroleum Regulatory Authority showed that between June 2025 and June 2026, all reported Aviation Turbine Kerosene, commonly called Jet A-1, receipts came from domestic refineries.
For Nigeria’s aviation industry, the development is significant.
Aviation fuel is one of the biggest expenses facing airlines, while years of dependence on imported Jet A-1 exposed operators to foreign exchange pressure, international fuel prices and disruptions in global supply.
Local refineries are now supplying the market.
But the bigger question is whether producing the fuel in Nigeria can make flying cheaper and more predictable.
How Nigeria Stopped Importing Aviation Fuel
Nigeria recorded no aviation fuel imports by oil marketing companies throughout the 13 months, according to NMDPRA data analysed by PUNCH.
Domestic refinery receipts stood at about 1.3 million litres per day in June 2025 before rising to 1.5 million litres in July and 3.5 million litres in August.
Supply fluctuated considerably after that.
Receipts fell to 1.6 million litres per day in September, recovered to 2.7 million litres in October and recorded no receipts in November.
December produced the biggest jump, with domestic refinery receipts reaching 14 million litres per day.
In 2026, supply fell to six million litres per day in January before declining to 1.6 million litres in February. It later recovered to 2.1 million litres in March, three million litres in April and 4.3 million litres in May.
By June, however, domestic refinery receipts had fallen again to 2.5 million litres per day.
The numbers show that Nigeria has built enough domestic refining capacity to eliminate recorded OMC aviation fuel imports for more than a year.
They also reveal another challenge: keeping that supply stable.
Local Production Has Not Made Jet Fuel Cheap
Ending imports does not automatically mean cheap aviation fuel.
Earlier this year, Nigerian airlines experienced exactly that problem.
Jet A-1 sold for around ₦900 per litre in January before climbing to ₦2,557 per litre by the end of March as disruption in international energy markets pushed fuel costs higher.
That represented an increase of about 184 percent in roughly three months.
Even with domestic refining, Nigeria remains connected to global energy markets.
The crude oil used by refineries has international value, while logistics, storage, distribution and other costs also influence what airlines eventually pay.
So local production can reduce dependence on imported finished fuel without guaranteeing low prices.
This distinction matters for passengers.
Domestic airfares eventually rose above ₦200,000 on some one-hour routes as Jet A-1 prices remained between roughly ₦1,750 and ₦2,650 per litre.
Why Airlines Care So Much About Jet A-1
Fuel is not a small part of airline spending.
Obiora Okonkwo, spokesperson for the Airline Operators of Nigeria and chairman of United Nigeria Airlines, said in April that aviation fuel could account for around 40 percent of Nigerian airlines’ operating costs.
He contrasted that with a global level closer to 30 percent and warned that persistent fuel-price increases were becoming difficult for operators to absorb.
That means even relatively small movements in Jet A-1 prices can significantly change the economics of a flight.
When fuel prices rise, airlines have limited choices.
They can absorb part of the additional cost, increase ticket prices, reduce frequencies or remove routes that are no longer profitable.
For passengers, reliable domestic fuel production matters because it removes at least one major source of uncertainty: the need to continuously source finished aviation fuel from international suppliers.
But airlines will want more than fuel produced within Nigeria.
They need reliable supply at commercially sustainable prices.
Supply Stability Is the Next Problem
The 13-month record looks impressive, but the monthly numbers expose an important weakness.
Domestic refinery receipts moved from zero in November 2025 to 14 million litres per day in December.
They then fell to six million litres in January and only 1.6 million litres in February.
More recently, receipts dropped from 4.3 million litres per day in May to 2.5 million litres in June.
At the same time, aviation fuel consumption averaged around 2.9 million litres per day in June, close to Nigeria’s 2026 benchmark demand of three million litres daily.
That means Nigeria’s next achievement cannot simply be maintaining zero imports.
The refining and distribution system needs to supply airlines consistently enough to avoid shortages, sharp price movements or emergency dependence on inventories.
A refinery industry that can produce enough fuel over a year but struggles to provide predictable volumes month after month would still leave airlines exposed to operational risk.
Nigeria Is Becoming a Jet Fuel Producer for More Than Its Own Market
The transformation is not limited to domestic aviation.
Nigeria has also emerged as an exporter of aviation fuel.
In June 2026, Dangote Refinery exported about 466,000 metric tonnes of jet fuel to Europe, according to S&P Global Commodity Insights data
The shipments were valued at an estimated ₦757 billion and represented Nigeria’s highest monthly jet fuel exports to Europe since the country became a net exporter of the product in 2024.
That creates an interesting shift in Nigeria’s energy story.
For decades, the country exported crude oil while importing large volumes of refined petroleum products.
Local refining creates the possibility of keeping more of the refining value chain at home while also selling finished products abroad.
Jet fuel is becoming one example of that transition.
But Airlines and Exporters Could Compete for the Same Fuel
Strong export demand also raises an important commercial question.
If Nigerian refiners can earn attractive prices selling aviation fuel abroad, how much product will remain available for domestic airlines?
Exporting refined products is good for refinery revenues and can generate foreign currency.
But Nigeria also needs a stable domestic aviation industry.
The challenge is therefore not to stop exports.
It is to build enough refining capacity and efficient distribution so that producers can serve both markets without creating persistent pressure at home.
This becomes particularly important when global disruptions push international jet fuel prices higher.
During such periods, foreign markets can become more attractive to refiners at exactly the time Nigerian airlines need affordable supply most.
What This Means for Nigeria’s Refining Industry
Going 13 months without recorded aviation fuel imports is bigger than aviation.
It offers evidence that Nigeria’s refining industry can replace imports in at least one major petroleum product category.
The country has spent years trying to reduce the contradiction of being a major crude producer that relies heavily on imported refined products.
Aviation fuel suggests that this model can change.
But the real test is no longer whether Nigerian refineries can produce Jet A-1.
They clearly can.
The next test is whether local production can create stable supply, competitive pricing and a stronger aviation industry.
If that happens, Nigeria will have achieved something more important than simply eliminating aviation fuel imports.
It will have turned local refining capacity into a competitive advantage for airlines, passengers and the wider economy.
Frequently Asked Questions
Has Nigeria stopped importing aviation fuel?
NMDPRA data showed no aviation fuel imports by oil marketing companies between June 2025 and June 2026. All reported ATK receipts during the 13-month period came from domestic refineries.
How much aviation fuel does Nigeria consume?
Consumption averaged about 2.9 million litres per day in June 2026, close to the country’s benchmark demand of three million litres daily.
Why are airfares still expensive despite local refining?
Local refining removes direct dependence on imported finished aviation fuel, but airlines still face fuel-price volatility, operational expenses and other industry costs. Aviation fuel alone can account for around 40 percent of Nigerian airlines’ operating expenses.