Imagine a student walking into school every day in a torn uniform. The parents insist it’s still wearable, maybe with a sweater thrown over it and see no urgency in buying a new one.
That, in many ways, is Kenya’s situation with its presidential jet.
Kenya’s head of state, President William Ruto, flies in “Harambee One,” a 29-year-old Fokker 70 Extended Range (ER) aircraft acquired in 1995 under President Daniel arap Moi.
The Dutch manufacturer, Fokker already shut down operations in 1996, leaving the Kenya Air Force to source parts from third parties to keep the jet in the skies.
Yes, that’s what we are talking about, an aircraft that the manufacture was already fed up with and closed down.
Let me give you a perspective of what we are talking about here, this is an aircraft that was manufactured before the Internet was introduced in Kenya, even before mobile phones came to the country.
Even the internet and phones have upgraded from button phones to smartphones but what has Kenya done? Held to the a 29-year-old Fokker 70 Extended Range (ER) aircraft.
With a range of just 3,400–4,000 kilometres and capacity for about 26 passengers, Harambee One can only handle regional travel but struggles with long-haul journeys.
For trips to the United States, Asia or Europe, President Ruto often relies on chartered Kenya Airways Boeing 787 Dreamliners—a practice that has fuelled public debate about cost, prestige and practicality.
While well-maintained by the Kenya Air Force, its limitations raise questions of safety, efficiency and national image.
Past incidents—including delays under former President Moi when its doors jammed, and an aborted trip by former President Uhuru Kenyatta due to mechanical issues—add to concerns about relying on a nearly 30-year-old aircraft whose manufacturer no longer exists.
But let’s be realistic the average lifespan for an aircraft is about 25-30 years so Kenya’s presidential jet is surviving on borrowed time.
Leave alone Kenya’s Presidential Jet now let’s delve into what Kenya’s neighbours have moved on to newer and more capable aircrafts.
Uganda: The Long-Range Workhorse Gulfstream G550
President Yoweri Museveni flies a Gulfstream G550, acquired in 2009 for over $48 million. With a range of 12,500 kilometres, it can make non-stop flights from Kampala to Beijing or London.
Configured for 14–19 passengers, the jet offers advanced avionics and security features—making it a global workhorse that eliminates the need for stopovers or reliance on commercial charters.
Tanzania: The Gold Standard of Comfort Gulfstream G700
Tanzania recently set a new benchmark with its 2024 acquisition of a Gulfstream G700, the latest in private aviation technology.
With a range of nearly 13,900 kilometres, it can connect Dar es Salaam to almost any world capital. The jet features high-speed internet, a conference suite and circadian lighting to ease jet lag.
Valued at around $75 million, it is not only a diplomatic tool but also a symbol of Tanzania’s ambition to project a modern, investment-ready image.
Rwanda: Ultra-Long Range Luxury Bombardier Global 7500
President Paul Kagame reportedly travels in a Bombardier Global 7500, one of the most advanced business jets in the world.
With a range of 14,260 kilometres and a spacious four-zone cabin, it rivals the fleets of global powers and underscores Rwanda’s pursuit of prestige on the international stage.
South Africa: / Presidential Boeing 737
The South African president travels in Boeing Business Jet (BBJ / Boeing 737) aircraft operated by the South African Air Force.
A “presidential Boeing 737 BBJ” is a customized Boeing 737 aircraft modified by Boeing Business Jets for use by a head of state, often featuring a luxurious interior with private rooms, an office, and a conference area.
Examples include Nigeria’s presidential BBJ (a Boeing 737-700 BBJ from 2005, recently offered for sale) and South Africa’s “Inkwazi” BBJ (a Boeing 737-7ED).
The specific configuration and features vary depending on the country and owner, but they are all capable of long-range, intercontinental flights.
Word is that the aircraft may be retired soon for use by the head of state but will not be decommissioned but remain in use for lower cadres of government officials and for use in local trips.
Kenya’s Dilemma
By comparison, Kenya’s Harambee One looks increasingly like the student with the tattered uniform—serviceable, familiar, but clearly behind its peers.
Yes, we agree that replacing it is no simple matter but the cost of a malfunctioning presidential jet is even higher.
For now, Kenya’s leaders may continue flying in Harambee One, just as the student with the torn uniform keeps showing up to class.
The question is how long before the wear and tear becomes too obvious to ignore. Maybe it’s time Kenya bought a new one for the symbol of a head of state.
Well for now let’s leave it here before our next-door brothers get hold of this and we will have nowhere to hide our heads.
