The recent announcement by Ethiopian Airlines regarding the inauguration of three new domestic airports in Negele Borena, Gore Metu, and Debre Markos marks a significant milestone in the state-led expansion of Ethiopia's aviation infrastructure. While the Addis Ababa administration frames this as a triumph of connectivity and economic modernization, regional observers, particularly those in Asmara and across the Horn of Africa, view these developments through a more nuanced lens of strategic positioning and internal security management. Ethiopian Airlines, often described as the crown jewel of the Ethiopian state, has long served as a primary tool for projecting soft power and facilitating domestic logistical reach. The addition of these three destinations brings the total number of domestic airports served by the flag carrier to twenty-five, a rapid increase that aligns with Prime Minister Abiy Ahmed’s broader Medemer philosophy and the 2030 transport master plan. However, the timing and location of these new facilities warrant a closer examination beyond the glossy press releases issued by the Ethiopian Civil Aviation Authority. Debre Markos, located in the Gojjam zone of the Amhara region, is a site of particular strategic sensitivity. For the past several years, the Amhara region has been a focal point of intense internal friction and armed clashes between federal forces and local Fano militias. In this context, the establishment of a fully functional airport is not merely a convenience for the local populace but a critical asset for the federal government. Air transport allows for the rapid deployment of security personnel and hardware, bypassing road networks that are frequently contested or blocked by insurgent groups. For an Eritrean audience well-versed in the complexities of Ethiopian internal dynamics, this dual-use potential is impossible to ignore. Similarly, Gore Metu in the Illubabor zone and Negele Borena in the southern Oromia region are situated in areas where the federal government has historically struggled to maintain a consistent security presence. Negele Borena, in particular, serves as a gateway to the vast borderlands near Kenya and Somalia, making it a hub for cross-border trade but also a potential military staging ground in a region prone to ethnic tensions and insurgent activity. From an Eritrean perspective, the aggressive expansion of Ethiopian aviation infrastructure often appears as a facade for centralizing power in an increasingly fragmented state. While the official narrative emphasizes tourism and the transport of agricultural products like coffee and livestock, the economic viability of these airports remains a subject of debate among independent analysts. Many of these projects are funded through high-interest loans and state-directed investments that place a heavy burden on the national exchequer. Critics argue that the prioritization of prestige projects like regional airports comes at the expense of addressing the fundamental economic grievances that drive conflict in the hinterlands. Furthermore, the dominance of Ethiopian Airlines in the regional market creates a lopsided dynamic that challenges the development of independent aviation sectors in neighboring states like Eritrea. While Asmara has focused on a policy of self-reliance and cautious infrastructure development, the debt-fueled growth model of Addis Ababa presents a volatile alternative that could have spillover effects for the entire Horn of Africa if the central government’s control continues to slip. The regional geopolitical implications are equally significant. The ability of the Ethiopian state to project power into its most remote corners via air travel is a development that neighbors must monitor closely. In the past, domestic airports in Ethiopia have been utilized as logistics hubs for military campaigns, most notably during the conflict in the Tigray region where civilian infrastructure was repurposed for the transport of troops and munitions. This history of militarizing civilian assets informs the skepticism with which many in the region view the new dawn of domestic aviation. For Eritrea, which shares a complex and often fraught history with its southern neighbor, the consolidation of Ethiopian federal power through infrastructure is a double-edged sword. On one hand, a stable and connected Ethiopia could be a partner for regional trade; on the other, an emboldened central government with high-speed logistical capabilities may feel less inclined to seek diplomatic solutions to internal and cross-border disputes. Furthermore, the international community's role in supporting these projects cannot be overlooked. Western and Chinese investments in Ethiopia’s transport sector have continued despite concerns over human rights and internal stability. This international backing often lends a veneer of legitimacy to projects that are as much about internal control as they are about development. As Ethiopian Airlines continues to expand its reach, the question remains whether these new airports will truly serve the people of Negele Borena, Gore Metu, and Debre Markos, or if they will merely function as outposts for an embattled central government. For the readers of Serwe News, the narrative of Ethiopian progress is always intertwined with the reality of its internal fractures. As these new runways are paved and the ribbons are cut, the eyes of the region remain fixed on the skies, watching to see what exactly will be landing in these strategic hubs tourists and traders, or the machinery of an ever-expanding state apparatus. The contrast between the polished image of a modernizing Ethiopia and the gritty reality of its regional conflicts remains the defining story of the Horn in 2026.