- CAPA Analysis
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- Annual Reports
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- Airport North Road, Embakasi
P.O. Box: 19002 – 00501 Nairobi, Kenya
- Main hub
- Nairobi Jomo Kenyatta International Airport
- Business model
- Full Service Carrier
- Domestic | International
- Joined Alliance
- Association Membership
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China Eastern Airlines
China Southern Airlines
Comair (South Africa)
KLM Royal Dutch Airlines
LAM – Mozambique Airlines
Precision Air Services
Kenya Airways is the national airline of Kenya. The carrier is based at Jomo Kenyatta International Airport, Nairobi, and operates an extensive network of regional services within Kenya and Africa as well as flights to Asia, the Middle East and Europe. Kenya Airways became a member of SkyTeam in Jun-2010.
Location of Kenya Airways main hub (Nairobi Jomo Kenyatta International Airport)
Kenya Airways share price
793 total articles
52 total articles
East Africa is seeing an influx of new LCC services, led by expansion at flydubai and fastjet. flydubai is launching six destinations in four East African countries during Sep/Oct-2014, which will make it the leading LCC in the region’s international market.
flydubai and fastjet both launched services to Entebbe in Sep-2014, giving Uganda its first taste of low fares. flydubai will also by the end of Sep-2014 become the first LCC to serve Burundi and Rwanda, increasing the number of East African countries with low-cost services to eight, compared to only three two years ago.
There are only about 300 weekly flights operated to from or within East Africa by low-cost carriers, resulting in an LCC penetration rate of about 8%. But LCCs are expanding rapidly in the region with over half of East Africa’s LCC routes launched within the last year.
Boeing's 787 Dreamliner was billed as a "hub-buster", an aircraft that would open new routes and allow passengers to fly non-stop in thinner markets rather than transfer via a hub. With the 787 approaching three years of service, how have airlines used the aircraft? Looking at routes planned for the northern winter 2014/2015 schedule, 17% of 787 routes have been launched with the Dreamliner. The remaining 83% have had the 787 replace or supplement an existing aircraft.
The 787 has had a difficult entry into service, with airlines intending to launch routes with the 787 but having to use other aircraft types as an interim measure. If we include such known examples of routes launched with an interim aircraft and later switched – often mere days or weeks later – to the 787, the share of 787 routes opened with the Dreamliner increases to 20%.
Kenya Airways low-cost carrier subsidiary Jambojet plans to launch operations on 1-Apr-2014 with 737-300 services on Kenya’s three largest domestic routes. Jambojet becomes only the fourth LCC brand in the intra-Africa market and the first by most measures for Kenya.
Jambojet is primarily a defensive move for Kenya Airways, which recognises that if it did not make an early move in the LCC sector a competitor would. But it also sees a budget brand as the best option for stimulating demand and growing Kenya’s domestic market.
Jambojet plans to only operate domestically in its first phase. International services could come later but Kenya Airways seems in no hurry to pursue ambitious growth for its new subsidiary.
Kenya Airways is planning major expansion of its Asian operation as the carrier rapidly expands and renews its widebody fleet. The flag carrier plans to launch two new destinations in China, Beijing and Shanghai, by the end of 2014 and add at least one destination in Southeast Asia in 2015.
Kenya Airways is taking delivery at the end of Mar-2014 of the first of nine 787-8s, all of which are slated to arrive by the end of 2015. The SkyTeam carrier is also taking delivery of two additional 777-300ERs in mid-2014. Its total widebody fleet will expand from 11 aircraft currently to 16 by the end of 2015, with almost all of the additional capacity being allocated to Asia.
Kenya Airways joins rival Ethiopian Airways in tapping surging demand in the Asia-Africa market. The carrier has improved the African connections available to its growing Asian passenger base by increasing frequencies through the utilisation of smaller aircraft.
Zambia's booming economy increasingly reliant on Kenya and Ethiopian Airways. A flag carrier needed?
As southern Africa enjoys a commodities boom, Zambia, like its neighbour Zimbabwe lacks an international airline of its own, leaving the country reliant on a small number of foreign airlines to provide connections to tourism markets and trading partners. British Airways' decision to pull out of Zambia in Oct-2013 after 80 years of service is a considerable blow to European connections. BA will redeploy the capacity to Ghana where greater returns are in view following Virgin Atlantic's withdrawal.
Privately owned Proflight Zambia operates a domestic network in Zambia and the seemingly prudently run airline has regional expansion plans, but is unlikely to be able to extend its business beyond Africa in the foreseeable future.
Zambia’s Government has been attempting to negotiate a funding deal to relaunch a flag carrier to replace Zambia Airways, liquidated in 1995 after 31 years' operation. However, the unhappy history of African governments meddling in the affairs of their national carriers means private investors are reluctant to become involved. Meanwhile, Africa's hub carriers like Kenya Airways and Ethiopian Airways are increasing service.
Africa’s unenviable record of government interference in the continent’s aviation system is demonstrated by no less than nine carriers currently surviving at the behest of their respective governments through a variety of financial support mechanisms collectively worth about USD2.5 billion.
In most cases this support serves only to distort any prospect of a level playing field, preventing privately owned carriers from competing effectively. Nigeria is even taking this a stage further as state support of private carriers is being undermined by a desire to relaunch a government owned national flag carrier. In other cases, such as Uganda, new state-owned airlines are planned to compete with successful privately owned operators in markets that often lack sufficient demand to support them both. Whatever the motives, and many of them are questionable at best, the outcome is sadly predictable.
In most cases Africa’s national carriers suffer at the hands of government mismanagement and interference, key among them is the continent’s largest airline, South African Airways (SAA) which is the subject of the biggest turnaround plan currently under way. This could offer a vital precedent if it succeeds - and if it doesn't.