Pakuba Airfield is a critical aviation hub located within Uganda’s northwestern tourism circuit.
It functions as a primary fly-in access point to Murchison Falls National Park. Operated by the Uganda Civil Aviation Authority, it serves both scheduled domestic flights and chartered aircraft, providing a viable alternative to the five-hour road journey from Kampala or Entebbe.
The airfield lies within Nwoya District, in the park’s northern sector, approximately 19 kilometers from the Albert Nile.
Pakuba has gradually transformed how tourism flows into Uganda’s largest national park, enabling same-day game drives, easing access for international visitors, and boosting regional economic activity.
Could its role expand even further as Uganda modernises its domestic aviation network? Perhaps. However, its current footprint already marks a shift in how conservation and connectivity interact in East African tourism.
Location, Access & Operational Profile
Core Specifications
- Official Name: Pakuba Airfield
- IATA Code: PAF
- ICAO Code: HUPA
- District: Nwoya, Northern Uganda
- Coordinates: 2°18′N, 31°29′E
- Elevation: 2,158 feet (658 metres) above sea level
- Runway Length: Approximately 1,760 metres (5,774 feet)
- Surface Type: Murram (unsealed gravel)
- Runway Orientation: 07/25
- Operator: Uganda Civil Aviation Authority (UCAA)
- Status: Public; classified as a Category 2 upcountry airfield
- Access Type: Domestic and authorised cross-border charter traffic
- Nearby Park Gate: Tangi Gate (approx. 14–17 km by vehicle)
- Park Sector Served: Northern sector of Murchison Falls National Park
- Closest Safari Lodges: Pakuba Safari Lodge, Fort Murchison, Twiga Safari Lodge
Accessibility Overview
Pakuba Airfield is located within Murchison Falls National Park, Uganda’s oldest and most visited conservation area.
The facility provides aerial entry into the park’s northern tourism zone, significantly reducing transfer time for tourists arriving from Entebbe or Kampala.
On average, flights from Entebbe International Airport take 60 to 75 minutes, depending on the aircraft and route.
The airfield connects to a limited but consistent network of scheduled and charter flights, typically operated by AeroLink Uganda and BAR Aviation.
These aircraft are usually small Cessna Caravans or twin-engine turboprops designed for short runways and low-capacity routes.
Road transfers from Pakuba to key safari lodges typically take 10 to 40 minutes, depending on the lodge’s location and road conditions.
The airfield operates without a formal terminal building, and its facilities are limited to an airstrip apron, basic radio communication, and occasional ranger or staff presence.
Pakuba’s murram runway remains usable throughout most of the year, although occasional weather-related limitations may apply during peak rainfall months (April to May, October to November).
Pilots rely on VFR (Visual Flight Rules) because there is no advanced navigation or lighting infrastructure.
Unlike paved regional airports, Pakuba is not serviced by aviation fuel or baggage handling systems.
All arrivals must coordinate pickups in advance with the lodge or tour operators.
That said, its utility in delivering same-day access to game drives and Nile-based activities remains critical for tour companies and high-end safari planners.
Pakuba Airfield holds strategic value within Uganda’s aviation framework as one of only five designated upcountry entry points authorised for regional charter traffic from East African neighbours. This status supports its integration into Uganda’s tourism modernisation plans, though no international scheduled traffic currently lands at the airfield.
Historical and Strategic Significance
| Year | Event |
| 1965 | Initial grading of the airstrip commissioned under the Uganda Game Department to serve the presidential lodge access. |
| 1973 | Pakuba Game Lodge becomes operational; airfield begins receiving state aircraft. |
| 1980s | Period of disuse during Uganda’s political instability. Limited informal use by wildlife rangers. |
| 1997 | Civil Aviation Authority formally incorporates Pakuba into its network of upcountry airfields. |
| 2008 | Classification upgraded to Category 2 under new CAA guidelines, authorising cross-border charters. |
| 2016 | Included in Uganda’s Tourism Master Plan for integration into the regional circuit tourism. |
| 2021 | Traffic increases due to BAR Aviation and AeroLink flight scheduling targeting Nile-sector lodges. |
Dates approximate due to archival gaps.
Pakuba Airfield has symbolic weight in Uganda’s tourism identity. It reflects a consistent national interest in linking conservation sites to the state’s logistical grid.
Unlike commercial airports, Pakuba exists to serve conservation priorities, executive mobility, and strategic tourism routing. That’s rare.
Its Category 2 classification places Pakuba within a small group of Ugandan airfields legally cleared to process flights from Kenya or Rwanda without returning to Entebbe. Although few operators use this privilege, it has a legal foundation as a strategic tool for regional integration.
Pakuba’s inclusion in the Uganda Tourism Master Plan signals the state’s intention to use air mobility to catalyse economic growth in protected areas. Whether the infrastructure keeps up is a separate question.
The Airfield’s Role in Safari Experience
Integration within Uganda’s Safari Network
Pakuba Airfield serves as a logistical hub within Uganda’s domestic flight system, linking Entebbe, Kihihi, Mweya, Kisoro, and Bugungu.
Its scheduling by AeroLink and BAR Aviation allows direct access to the northern sector of Murchison Falls National Park.
The 60-75-minute flight duration enables same-day park entry for clients following high-value itineraries that combine air and ground segments. This configuration supports Uganda’s tourism policy goal of diversifying park access through air mobility corridors.
Functional Relationship with Accommodation and Activity Providers
Lodges within a 20-kilometre radius of the airfield have adapted operations to flight timetables. Transfers are pre-coordinated, and vehicles are stationed at the strip during scheduled arrival hours.
This arrangement aligns with the “Integrated Destination Access” model promoted in Uganda’s Tourism Master Plan 2014–2024, which prioritises synchronisation among aviation, accommodation, and conservation infrastructure.
Pakuba therefore acts as a physical interface between transport and hospitality supply chains, not merely a point of entry.
Contribution to Time-Based Itinerary Efficiency
The airfield enables itinerary compression, allowing park visits to fit within shorter travel windows.
Operators use this to market three-day or four-day circuits that combine Murchison Falls, Ziwa Rhino Sanctuary, and Kidepo Valley.
This efficiency contributes to higher per-visitor expenditure while maintaining low environmental strain, as fewer road kilometres translate to reduced carbon output per trip segment.
Support for Conservation‑Linked Tourism Management
Uganda Wildlife Authority uses Pakuba for ranger mobility, wildlife census operations, and logistical support to the northern conservation blocks.
Its continued operation strengthens emergency response, veterinary support, and monitoring activities.
This dual tourism‑conservation function positions Pakuba as both a commercial and ecological asset within the park’s management system.
Market Relevance in Regional Product Design
Pakuba fits within the East African fly-in tourism model, connecting Entebbe, Serengeti, Maasai Mara, and Akagera circuits.
Tour operators from Kenya and Rwanda occasionally charter direct flights under bilateral aviation arrangements approved by the Civil Aviation Authority.
Although still limited in frequency, this model reflects Uganda’s strategic intent to integrate domestic infrastructure into regional itineraries. The question now is whether consistent scheduling could transform these charters into regular interpark routes.
Challenges, Infrastructure, and Future Outlook
Pakuba Airfield remains a light-class facility with minimal ground infrastructure. It operates a murram runway with no lighting or navigational aids, limiting activity to daylight hours and visual flight conditions.
The absence of paved surfacing introduces seasonal vulnerability during Uganda’s biannual rainy periods, particularly in April–May and October–November.
Aircraft operations depend entirely on local weather conditions and the pilot’s judgement, not on installed aeronautical systems.
There is no refuelling infrastructure.
All flights must either carry return fuel or operate on a circuit that refuels at Entebbe, Bugungu, or Mweya. Ground services are informal.
There is no terminal structure, no staff building, and no passenger shelter.
Visitor handling is managed through coordination with tour operators or lodge-based drivers, not through any centralised airport function.
While this arrangement works for small-scale fly-in tourism, it presents reliability risks as tourism volumes expand.
Systemic Management Gaps
Pakuba operates at the intersection of three institutions: Uganda Civil Aviation Authority, Uganda Wildlife Authority, and tour operators.
Yet, there is no formalised joint management system specific to its location within a protected area.
As a result, infrastructure maintenance, access road repair, wildlife control near the runway, and safety planning remain fragmented.
This raises risks related to liability, environmental compliance, and coordination during unexpected closures or diversions.
The site lacks basic operational metrics: there is no public dashboard or regular reporting that documents arrival frequencies, safety incidents, or infrastructure audits.
This opacity makes planning difficult, particularly for foreign tour partners seeking predictability in logistics and service continuity.
Forward-Looking Considerations for Sectoral Planning
Pakuba does not require transformation into a regional air hub. Its value lies in its role as a conservation-aligned air access point.
Any development should prioritise functionality and safety, not volume expansion.
Three immediate priorities could enhance its performance within acceptable environmental parameters:
- First, surface stabilisation. A polymer-treated gravel seal or light compaction upgrade would significantly improve wet-season usability without compromising the park’s ecological sensitivity.
- Second, install non-invasive solar-powered lighting for visual enhancement at dusk. This would increase operational flexibility, especially during the long-haul inbound window from Entebbe, when flights are often delayed.
- Third, institute a tri-agency maintenance and planning protocol between CAA, UWA, and the Ministry of Tourism. This would resolve overlapping mandates and streamline decision-making around upgrades, compliance, and resource allocation.
The strategic question is not whether Pakuba can scale. It is whether it can be made more dependable, technically, institutionally, and seasonally. That is the pivot on which its future contribution to Uganda’s tourism economy depends.