- CAPA Analysis
- Schedule Analysis
- Route Maps
- Annual Reports
- Print Summary
- IATA Code
- ICAO Code
- Corporate Address
- 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
- Codeshare Partners
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
693 total articles
50 total articles
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.
Cameroon’s overall aviation market has grown by 46% in the year to Sep-2013, driven by an influx of Western African carriers competing on regional routes and national carrier Camair-Co adding 77% to its domestic capacity.
The bulk of the growth has come from Western and Central African carriers including Karinou Airlines from the Central African Republic and Rwandair, while Turkish Airlines has provided the country with its third European link.
Camair-Co continues to hold a monopoly, but profitability remains elusive and the Cameroon Government in Sep-2013 replaced CEO Matthijs Boertien after just nine months in the job, naming a former finance minister as chairman to lead a turnaround and to find an investor willing to take a 51% stake in the carrier.
Nigeria’s aviation transformation programme is making good progress with the government’s extensive airport renovation project of 22 federal airports reaching the half-way stage and the remaining 11 airports to be remodelled by 2015.
Foreign carriers, attracted by Nigeria’s 170 million population and economic potential are also bringing in more capacity, in particular Ethiopian and Emirates, while Arik and Gol are preparing to reopen a direct link between Nigeria and Brazil for the first time in about 20 years.
But domestic carriers continue to struggle under the burden of massive debt, high operating costs and the prospect of increased competition from a proposed new national carrier and potential start-ups.