Kisii Senator Richard Onyonka has called for greater accountability in the management of Kenya’s aviation assets, questioning who owns aircraft operated by Kenya Airways, how key commercial agreements were reached and whether the national carrier has made the right choices when expanding its fleet.
Speaking to Radio Generation on Thursday, Onyonka said Parliament needed access to agreements Kenya Airways has entered into with other airlines and aircraft manufacturers to establish the terms under which the deals were made.
He specifically cited agreements between KQ and KLM, as well as those involving Brazilian aircraft manufacturer Embraer, saying legislators had repeatedly sought access to the documents.
“We have been asking so that we can receive the agreement. There is an agreement that KQ signed with KLM and whoever. There's an agreement they have signed with Embraer, the Brazilian aircraft manufacturer. We want to see those agreements so that we can know what KQ signed on to. Nobody wants to talk,” Onyonka said.
The senator also raised questions about the ownership structure of aircraft linked to Kenya Airways and the relationship between KQ and its low-cost subsidiary, Jambojet.
“Even right now, we don't know who actually the legitimate owner of KQ is. Jambojet is not even owned by KQ. It is owned by some outfits which have been registered in the Cayman Islands, and that is where the money has been repaid,” he said.
His concerns come as Kenya Airways continues to face financial pressure despite recording higher revenue during the first half of 2026.
The airline reported in August that its revenue for the six months to June 2026 increased by 9% to Sh81 billion, even as its capacity fell by 9%. Despite the rise in revenue, KQ posted a Sh16.1 billion loss after tax, compared with Sh12.2 billion recorded during the same period in 2025.
Operating costs rose by 14%, while fuel expenses increased by 32%. Fuel accounted for about 32% of the airline’s total operating costs during the period.
KQ attributed part of the financial pressure to higher fuel prices and global supply-chain problems that affected the availability of aircraft and key spare parts.
The carrier said one Boeing 787-8 returned to service in July, while a Boeing 777-300ER was redelivered and returned to operations after the end of the reporting period.
The latest results follow another difficult year for the airline. In 2025, Kenya Airways recorded turnover of Sh161.47 billion, an operating loss of Sh5.61 billion and a net loss of Sh17.16 billion.
Passenger numbers also declined during the year, with KQ carrying about 4.56 million passengers compared with 5.23 million in 2024. Cargo uplift dropped from 70,776 tonnes to 64,780 tonnes over the same period.
Onyonka questioned whether Kenya has been making the best use of its aviation capacity, especially when it comes to moving cargo. He also sought answers on the decisions behind the type of aircraft acquired by the national carrier.
“You should ask who owns the planes. And who decided that the Embraer was the right plane for us to buy, and who then decided that the cargo planes that we should have should be a refurbished plane that was essentially meant to be a passenger plane, or buying a plane for cargo which was essentially much, much smaller than the volume of cargo that we have,” he said.
The senator’s concerns add to earlier questions raised in the Senate over Kenya Airways and Jambojet.
In July 2025, Mombasa Senator Mohammed Faki raised concerns about services on the Mombasa route, pointing to one-way fares averaging Sh8,500 and rising to as much as Sh25,000 during weekends and peak periods.
Faki called for greater scrutiny of ticket pricing and increased competition on the route.
Onyonka said the issues facing Kenya Airways also raise wider questions about how the country manages strategic assets and uses opportunities available in the aviation industry.
He argued that Kenya was missing opportunities in cargo transportation while regional airlines such as Ethiopian Airlines and RwandAir had invested more deliberately in cargo operations and aviation infrastructure.
The senator questioned why Kenya Airways had not positioned itself to take a larger share of cargo generated within the region, arguing that Kenya should be benefiting from its geographical and economic position.
He also pointed to developments in Ethiopia and Rwanda, where governments and airlines have invested in aviation infrastructure and partnerships to expand their capacity.
The concerns come as Kenya Airways continues with its recovery efforts, including improving aircraft availability, cutting operating costs, strengthening liquidity and seeking additional capital.
The airline has also identified aircraft availability and maintenance as key areas of focus as it works to improve its operations and financial performance.