The Kenyan national carrier said on Wednesday that the crisis had also delayed the delivery of aircraft spare parts and maintenance work.
The airline did not disclose the actual amount spent on fuel during the six-month period or indicate how much of the additional cost it had passed to passengers through higher fares.
However, the increase represents another serious challenge for an airline already dealing with aircraft shortages, high financing costs and a difficult return to profitability.
Fuel is typically one of the largest expenses for an airline. The effect is greater in Africa, where carriers already pay more for aviation fuel than many competitors in other regions.
Middle East crisis increases pressure on African carriers
The International Air Transport Association expects jet fuel to average $152 per barrel in 2026, nearly 70 per cent higher than the 2025 average of $90.
IATA estimates that fuel will account for 31.4 per cent of airlines’ operating expenses globally this year, up from 25.4 per cent in 2025.
The pressure can be considerably higher for African carriers. The African Airlines Association says fuel represents between 30 and 40 per cent of operating costs for some airlines on the continent.
African carriers also pay about 17 per cent more for jet fuel than the global average because of limited refining capacity, transport expenses, taxes and difficulties moving fuel between countries.
The Middle East conflict has intensified these longstanding problems by restricting supplies from a region that is central to the global production and movement of petroleum products.
Airlines have also had to avoid some Middle Eastern airspace, resulting in longer journeys and higher fuel consumption on routes connecting Africa with Europe and Asia.
Kenya Airways was initially able to attract passengers who shifted away from Gulf transit hubs. The airline said in March that occupancy had reached as high as 99 per cent on some European, American and Asian routes.
That increase offered a potential revenue opportunity for Nairobi’s Jomo Kenyatta International Airport as passengers looked for alternatives to connections through the Middle East.
The 72 per cent increase in fuel costs shows the other side of the disruption. Additional passengers do not automatically translate into stronger profits when the cost of operating each flight rises sharply.
Supply-chain disruption deepens Kenya Airways’ fleet problem
The delay in receiving spare parts and completing aircraft maintenance could be particularly damaging to Kenya Airways.
The carrier recorded a net loss of 17.2 billion Kenyan shillings, approximately $133 million, in 2025 after three Boeing 787-8 Dreamliners were temporarily grounded because of global shortages of engines and spare parts.
The groundings reduced its available seat capacity by 18 per cent and contributed to a 14 per cent decline in annual revenue to 161.5 billion Kenyan shillings, about $1.25 billion.
Kenya Airways had returned to profit in 2024 for the first time in more than a decade, but the recovery was short-lived. Its 2025 loss wiped out the 5.4 billion-shilling profit recorded the previous year.
The carrier planned to restore aircraft, improve capacity and take advantage of rising passenger demand in 2026. Fresh maintenance delays could make it harder to place enough aircraft in service to meet that demand.
The airline has also been seeking a strategic investor and new capital to strengthen its balance sheet and expand its fleet. It previously announced plans to raise at least $500 million to finance its recovery and growth.
Higher fuel and maintenance costs could complicate those efforts by reducing operating cash and making the airline’s turnaround more expensive.
Travellers could bear part of the increase
African airlines have limited room to absorb a prolonged rise in fuel costs because many operate with narrow profit margins.
Carriers can respond by adding fuel surcharges, increasing fares, reducing flight frequencies or removing less profitable routes. Each option has consequences for passengers and regional connectivity.
Higher fares could weaken demand in Africa, where air travel is already expensive relative to household incomes. Reduced flights could also undermine Nairobi’s position as a major aviation hub connecting eastern Africa with the rest of the continent and international markets.
Kenya Airways has not announced new fare increases or route reductions directly linked to the latest cost disclosure.
The eventual effect on passengers will depend on how long fuel prices remain elevated, the airline’s ability to secure alternative supplies and whether it can restore more aircraft without further delays.
