kenhazard luy

[kenhazard luy @kenhazard_luy]

@gloriabugie1 @PoliceUg So recovering a phone in Uganda is also news?

[kenhazard luy @kenhazard_luy]

@billy_baraso I was invited for an interview only to be surprised by an aptitude test in four areas, literally a whole day.

[shiks Githinji @_marywanjiku]

I'm already at the venue.
But right now, the seats are still mostly empty, and I won't lie, I'm worried.
To everyone on X who said you'd come, are you still on your way? I'm here, waiting, hoping to finally meet the people who've carried me this far.
Please don't let me sit here alone. 🙏

MPESA number: 0795 526 072 (Mary Githinji)

[shiks Githinji @_marywanjiku]

If you can give, please do. If you can't, please share this thread. Every retweet reaches someone who might help.

Phone number:0795526072 (Mary Wanjiku)

Paybill:891300
Account:142489

Mchange Link: https://t.co/7rAqLSPlEA

[Mohammed Hersi : Mr Optimist @mohammedhersi]

Now That the Dust Has Settled, The Just-Ended Aviation Go-Slow Was Avoidable, and Nobody Should Get Flowers For It

It is both annoying and laughable watching officials walk into a press conference to tell us how they "worked overnight till daybreak" to strike a deal. What these officials forget is that we also run companies. We also negotiate CBAs with unions. We also recognise unions. We also pay agency fees. None of this is exotic territory requiring an all-night miracle.

While H.E. means well, he is being badly let down by his team, and he should be furious. This strike was entirely avoidable.

Let's address each listed item.

✅️ 1. Agency fees. Why on earth was KAA withholding agency fees in the first place? That money was never KAA's to sit on. It is a contribution made by union members, held in trust, nothing more. There is no defensible reason for that delay.

✅️ 2. SRC's role. If SRC wanted to play games, they had ample time to act. Instead they chose to react. SRC's job now is simple: implement what KCAA and KAWU have already agreed. They have no business cooking up their own terms after the fact.

If SRC considered itself essential to these negotiations, it should have been in the room from day one, not waiting on the sidelines only to draft a different set of terms that KAWU would inevitably reject. That is not oversight, that is a governance failure.

✅️ 3. Union recognition. On union recognition, just direct Jambojet to do it. What exactly is the big deal? Employees have a right to join a union of their choice. We run unionised operations across hotels and tour companies every day. It is give and take. Ask yourself honestly, when was the last time you heard of a hotel or tour company staff going on strike?

Here is the real irony. We have an entire government department dedicated to aviation matters. What exactly have they been doing while these basic, foreseeable issues fell through the cracks?

In February I commended these same officials for closing a deal. This time, no commendation is deserved. They slept on the job and took the union for granted. The three items at the centre of this dispute are not rocket science. This was never about complexity, it was about ego, and about people refusing to simply do what is right. In the process, it will take us seven days to clear the backlog, not to mention the lost business and the damage to Kenya's reputation.

For that, they earn barbs, not flowers. They are lucky they still hold their jobs. This is not how you run serious aviation. I think its about time private sector we thought of suing these offices for losses incurred.

Lee Kuan Yew of Singapore would have been very furious.

NB: Optimism is on pause ⏸️

[GINA DIN @gina_din]

We should not be dancing because the crisis is over.

Now comes the introspection. What did these few days cost government in lost revenue, disrupted trade and tourism, and damage to Kenya’s reputation? What warning signs were missed, and what changes now?

This is not about blame. It is about institutional maturity.

If Kenya is serious about five million tourists, investment and Nairobi’s position as a regional hub, we must treat disruption at JKIA for what it is: a national economic risk.

The real test is whether we learn enough from this one to prevent the next.

[GINA DIN @gina_din]

Good news, finally. A real relief.

But three major disruptions in eight months should concern us. Kenya wants 5 million international visitors a year and Nairobi to compete as a global aviation hub. That requires an airport people can depend on.

For now, work around the clock. Clear the backlog. Get passengers moving. Keep airlines and travellers properly informed.

Then we need a serious conversation about why we keep ending up here. Our ambitions are big. Our gateway has to match them.

[kenhazard luy @kenhazard_luy]

@amolosango @qatarairways The leaders we have, completely ignorant of the ongoings in their own country.

[Maurice Abondo 🇰🇪🇿🇦🇦🇪 @maurice_abondo]

@SingoeiAKorir The outstanding issues raised by the Union ought to be resolved.

Kenya can not be having this dance, with Politicians making promises that they have not intention of honouring, on a regular basis.

Assurances must translate into action that is acceptable to Workers.

[BBC News (World) @BBCWorld]

Passengers stranded as strike disrupts flights at Kenya's main airport https://t.co/ZKRfCqTZek

[GINA DIN @gina_din]

At what point does the disruption at JKIA warrant a clear Government statement? An ATC go slow affecting international aviation requires more than operational updates. Airlines, passengers and markets need to know who is managing the crisis, what is being done and when normal operations will resume. @SingoeiAKorir @KenyaAirports

[Ory Okolloh-Mwangi @kenyanpundit]

The strike notice was issued 2 weeks ago, on the eve of the strike the relevant folks in charge of figuring out how to manage were at weddings, empowerment events, church fundraisers, their farms etc. 🥳

[Ory Okolloh-Mwangi @kenyanpundit]

And the strike notice was issued two weeks ago. Bure kabisa 🚮

[Mohammed Hersi : Mr Optimist @mohammedhersi]

Airlines will not a risk , cheaper and easier to cancel and ask passengers to stay wherever they are .

We must get our house in order @Kawu_KE @CAA_Kenya

[GINA DIN @gina_din]

JKIA is a national economic asset. Tourism, investment and our position as a regional hub depend on it. We keep raising the same issues without the urgency they deserve. Kenya’s position as the region’s gateway is valuable. It is not guaranteed.

[GINA DIN @gina_din]

Precisely. Tourism promotion cannot operate separately from aviation policy. Every hour this continues carries a cost for airlines, hotels, tour operators and Kenya’s reputation as a dependable destination. Resolving the JKIA crisis must now be treated as an urgent national priority.

[Mohammed Hersi : Mr Optimist @mohammedhersi]

1/3
The Hidden Cost of an ATC "Go-Slow" let me try to break it down for you and i hope this lands on the desk of decision makers.

When Nairobi hub Coughs, Kenya Airways Catches Pneumonia

Every time our air traffic controllers threaten industrial action, the public picture is always the same exhausted travellers sitting on their suitcases at Jomo Kenyata International Airport (JKIA), staring at departure boards full of delays. That image, as painful as it is, is only the tip of the iceberg. The real damage happens quietly, thousands of kilometres away, in the operations rooms of airlines in London, Amsterdam, Dubai and Doha, long before any of those planes even leave the ground and nobody pays a heavier price for this than our own national carrier, Kenya Airways.

So what Exactly Is a "Go-Slow"?

Most people assume a strike means workers walk out and the airspace shuts down. A go-slow is far more subtle, and in some ways more damaging. Nobody walks off the job instead, air traffic controllers follow every single safety rule and regulation to the absolute letter, with none of the normal flexibility and judgement that keeps traffic moving efficiently.

In ordinary operations, controllers use experience and confidence to compress the gaps between landing and departing aircraft, while still keeping everyone safe. During a go-slow, that flexibility disappears controllers double the spacing between arriving planes, take the maximum allowed time to issue every clearance, and stop using the shortcuts that keep traffic flowing. If JKIA can normally handle 20 arrivals an hour, a go-slow can quietly strangle that down to five. Aircraft end up circling for hours in holding patterns, or sitting on the tarmac waiting endlessly for a departure clearance.

Why airlines cancel flights before they even take off. This is the part most Kenyans never see, a foreign airline does not need to wait until its plane is stuck over Nairobi to feel the pain of a go-slow. The moment global flight-tracking systems show that JKIA's acceptance rate for incoming aircraft has slowed down, alarm bells go off at airline headquarters on the other side of the world.

Three things make this an unacceptable risk for any serious carrier:

✅️1. Fuel and diversions. A pilot cannot simply hope for the best. If Nairobi is delaying arrivals, an inbound aircraft will burn through its reserve holding fuel while circling. Once it hits its minimum safe fuel level, it has no choice but to divert, often to Mombasa or Kilimanjaro. That single decision triggers unscheduled landing fees, emergency hotel bookings for hundreds of passengers, and total chaos across the airline's onward network.

✅️2. Crew running out of legal hours. Pilots and cabin crew operate under strict legal limits on how long they can stay on duty. If a flight is stuck waiting for a landing slot, or held on the ground at its point of origin because Nairobi cannot guarantee it a slot, the crew can simply "time out." Once that legal limit is hit, they are not permitted to fly, full stop, and there is rarely a spare crew sitting nearby to take over a multi-million-dollar aircraft in a foreign country.

✅️3. A grounded aircraft earns nothing. Long-haul aircraft are built to keep moving. A plane flying Amsterdam to Nairobi is usually scheduled to turn around and fly straight back within a few hours. If a go-slow traps that aircraft on the ground in Nairobi for six hours, it misses its return flight entirely. That single missed rotation then cascades into cancelled or delayed flights across the airline's entire global network, often affecting routes that have nothing to do with East Africa at all.

Faced with the choice between risking a $200 million aircraft in an unpredictable operational environment or simply cancelling the Nairobi flight altogether, foreign airlines almost always choose the second option. The painful part cancellation happens at the destination's expense, not theirs.

[Stephen Mutoro @smutoro]

Good questions: The answer? Kenya is simply and squarely missing leadership at the top - which would prioritize;

- Revenue generation (by honouring KAWU CBA) over signing inflated and non-priority PPP debts for “JKIA upgrades”
- Spending Sh3B on non-priority & poor quality police uniforms (when they were not walking naked!)
- Seeking to reform and rescue KQ instead of causing it to spend billions on flight cancellations, compensations and cost of being grounded for days — during the expensive strike
— Generally killing the tourism sector as GoK takes its’ sweet time on engaging KAWU. Everyone in govt (apart from the Judiciary) — are busy with Tutam election campaigns oblivious of the irreversible damage to the economy — when Nairobi loses its’ hub as the preferred regional connection hub for air travel
- So, God help Kenya!

[kenhazard luy @kenhazard_luy]

@mohammedhersi Well put

[Mohammed Hersi : Mr Optimist @mohammedhersi]

2/3

🔥Why this hits Kenya Airways hardest , all
foreign carriers can absorb a cancelled Nairobi rotation by simply shuffling one aircraft in a fleet of hundreds. Kenya Airways does not have that luxury, and this is where the real national tragedy of a go-slow lies. KQ's whole network runs through JKIA. Unlike KLM, Emirates or Qatar Airways, which can reroute a single aircraft around a problem hub, Kenya Airways operates a hub-and-spoke model built entirely around Nairobi. Almost every regional and long-haul KQ flight touches JKIA at some point in its rotation. When JKIA slows down, it is not one route that suffers, it is the entire airline's schedule that unravels at once, because there is no alternative hub to fall back on.

A far smaller fleet means far less room to recover. International carriers can absorb a stranded aircraft because they simply have more aircraft to substitute. Kenya Airways operates a comparatively small fleet. Losing even two or three aircraft to diversions, crew timeouts, or missed rotations during a go-slow can knock out a meaningful share of the airline's entire flying capacity for that day, with knock-on delays lasting for days afterwards as the schedule is rebuilt.
KQ absorbs costs that foreign airlines simply pass on.

When a foreign carrier cancels its Nairobi flight, the cost and inconvenience largely lands on Kenya. lost tourists, lost cargo revenue, damaged reputation but when the disruption instead forces Kenya Airways itself to divert, rebook passengers, and pay penalty costs, those costs hit the national carrier's own balance sheet directly. KQ, an airline that has spent years fighting to return to profitability, simply cannot afford self-inflicted disruptions of this scale.

KQ's own aircraft get stranded abroad, unable to come home. This is perhaps the most painful part of all, and one the public rarely hears about.

A go-slow does not just disrupt flights trying to land in Nairobi, it also traps Kenya Airways aircraft on tarmacs in London, Amsterdam, Guangzhou or Mumbai, unable to depart because they have no confirmed landing slot back home.

❗️1. . Every hour that a KQ aircraft sits idle on a foreign apron costs the airline real money. Parking fees charged by the foreign airport.

❗️2. landing and handling charges that keep accumulating the longer the aircraft overstays its slot

❗️3. Hotel accommodation for a full crew that is now stuck in a foreign city, and per diem allowances that keep running regardless of whether the plane ever takes off that day.

❗️4. Meanwhile that same aircraft was very likely scheduled to operate two or three more sectors before the day was out, so every hour stuck abroad quietly cancels flights and revenue further down the schedule.

Unlike a foreign carrier, which can simply leave a delayed aircraft in Nairobi and fly a spare plane home while sorting out the mess later, Kenya Airways typically has no spare aircraft waiting in London or Amsterdam to plug the gap. The stranded jet is the only jet, so the airline has no choice but to wait, and to keep paying, until Nairobi's skies clear.

❗️Reputational damage falls hardest on the home team. When international passengers experience a cancelled or delayed flight because of a Nairobi go-slow, many will simply blame "flying to Kenya" in general and quietly switch their booking to a codeshare partner or a completely different route next time but it is Kenya Airways, as the flag carrier permanently associated with Nairobi in the public mind, that carries the reputational scar longest, even when the disruption was never the airline's own fault.