COO Cotonou

How deep the COO board really is

The table above says where a courier can fly from COO. This reads the same 11 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 8of the 11 destinations are flown by one airline
• 7destinations run less than once a day
• 0destinations have four or more departures a day
• 27.3%of the destinations name Afrijet, the largest presence here

Who holds the departures at COO

Eleven airlines appear on the COO board and they do not hold it evenly. Afrijet is on 3 of the 11 destinations, 27.3 per cent of them, and on 1 of those it is the only airline flying the sector. The destinations it appears on carry 2.3 of the 9.4 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is ASKY on 3 destinations. 7 of the 11 airlines at COO appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

That is a middling concentration at COO: one airline on 27.3 per cent of the destinations and the other 72.7 per cent spread across 10 airlines. A cancellation inside the Afrijet network is often survivable inside the same booking, but on the 8 destinations Afrijet does not touch, a rebooking means moving to a carrier the desk has to check for a through fare first.

How much of the COO board is daily

Of the 11 destinations, 4 are flown at least once a day and 7 are not, 2 of them running once a week or less. The median destination on the COO board is flown 3 times a week.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: COO to Malabo (SSG) is about one a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 7.6 of the 9.4 departures a day, 80.3 per cent of the whole board. On that arithmetic COO is five sectors and a short tail, so the depth on the board above is thinner than the destination count suggests and a hand carry that is not going to one of those five is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Abuja ABV	Nigeria	ASKY	1	613	plan this
Malabo SSG	Equatorial Guinea	Afrijet	1	758	plan this
Paris ORY	France	Corsair	2	4,711	plan this
Brussels BRU	Belgium	Brussels Airlines	3	4,957	plan this
Casablanca CMN	Morocco	Royal Air Maroc	3	3,175	plan this
Paris CDG	France	Air France	5	4,743	plan this

The six destinations out of COO where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable.

The way back from COO

The desk holds the return direction for 9 of the 11 destinations, and a courier plans the way back on those figures rather than on the outbound. On none of those 9 does the return run more than a quarter thinner than the outbound, so a turnaround through COO is a question of hours rather than of whether an aircraft exists.

It runs the other way as well: Abuja (ABV) files 0.29 a day back into COO against 0.14 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at COO

COO keeps Africa/Porto-Novo time, three hours behind Dubai all year.

When it is 09:00 on a Dubai working morning it is 06:00 at COO, so a nine to six day at each end overlaps for six hours. A customs question raised in the last three hours of the Dubai afternoon reaches nobody at COO until the next morning, which is the practical limit on a same day instruction here.

The night at COO

3 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into Paris (CDG) the door shuts at 00:00 local, so the last departure from COO that lands inside it leaves around 16:47, on a modelled block of 6h 13m. Into Brussels (BRU) the door shuts at 23:00 local, so the last departure from COO that lands inside it leaves around 15:32, on a modelled block of 6h 28m. Into Paris (ORY) the door shuts at 23:30 local, so the last departure from COO that lands inside it leaves around 16:20, on a modelled block of 6h 10m. Those three departure times out of COO are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where COO turns up on the rest of this site

The airport also sits behind the Benin country desk, which sets out the customs practice, the working week and the road legs behind this airport.

To price a movement rather than read the board, the route calculator opens with COO already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 11 destinations above.