FIH Kinshasa

How deep the FIH board really is

The table above says where a courier can fly from FIH. This reads the same 22 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.

• 12of the 22 destinations are flown by one airline
• 13destinations run less than once a day
• 1destination has four or more departures a day
• 45.5%of the destinations name Ethiopian Airlines, the largest presence here

Who holds the departures at FIH

15 airlines appear on the FIH board and they do not hold it evenly. Ethiopian Airlines is on 10 of the 22 destinations, 45.5 per cent of them, and on 2 of those it is the only airline flying the sector. The destinations it appears on carry 16.4 of the 23.7 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 CAA on 7 destinations. 8 of the 15 airlines at FIH 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.

An airport held this tightly is quick to book and slow to recover: with 10 of the 22 destinations on one airline, the second aircraft on an FIH sector is usually another Ethiopian Airlines aircraft, and when there is not one the desk is looking at another airport rather than another airline. That is why the alternate airports listed above matter more at FIH than the destination count does.

How much of the FIH board is daily

Of the 22 destinations, 9 are flown at least once a day and 13 are not, 3 of them running once a week or less. The median destination on the FIH board is flown 6 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: FIH to Pointe Noire (PNR) 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 12.3 of the 23.7 departures a day, 51.8 per cent of the whole board. More than half of everything that leaves FIH is aimed at those five places, 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 them is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Casablanca CMN	Morocco	Royal Air Maroc	1	4,847	plan this
Libreville LBV	Gabon	Afrijet	1	860	plan this
Pointe Noire PNR	the Republic of the Congo	Afrijet	1	397	plan this
Cairo CAI	Egypt	EgyptAir	2	4,196	plan this
Abidjan ABJ	Cote d'Ivoire	Air Cote D'Ivoire	3	2,404	plan this
Gemena GMA	the Democratic Republic of the Congo	Ethiopian Airlines	3	974	plan this
Paris CDG	France	Air France	4	6,068	plan this
Dar es Salaam DAR	Tanzania	Air Tanzania	5	2,643	plan this
Nairobi NBO	Kenya	Kenya Airways	5	2,410	plan this
Kampala EBB	Uganda	Uganda Airlines	6	1,951	plan this

The ten destinations out of FIH 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 FIH

The desk holds the return direction for 16 of the 22 destinations, and a courier plans the way back on those figures rather than on the outbound. On four of them the return into FIH runs thinner than the outbound by more than a quarter. The widest gaps are Brazzaville (BZV) at 1.4 out a day against 0.71 back, Addis Ababa (ADD) at 2.3 out a day against 1.1 back and Brussels (BRU) at 2 out a day against 1.1 back.

It runs the other way as well: Paris (CDG) files 1.4 a day back into FIH against 0.57 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at FIH

FIH keeps Africa/Kinshasa time, three hours behind Dubai all year.

When it is 09:00 on a Dubai working morning it is 06:00 at FIH, 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 FIH until the next morning, which is the practical limit on a same day instruction here.

The night at FIH

2 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 Brussels (BRU) the door shuts at 23:00 local, so the last departure from FIH that lands inside it leaves around 13:59, on a modelled block of 8h 01m. Into Paris (CDG) the door shuts at 00:00 local, so the last departure from FIH that lands inside it leaves around 15:11, on a modelled block of 7h 49m. Those two departure times out of FIH 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 FIH turns up on the rest of this site

The airport also sits behind the Democratic Republic of the Congo 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 FIH already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 22 destinations above.