Why Wilson Airport is a ticking time bomb

On the southern edge of Kenya’s capital, what was once a routine ballet of take-offs and landings at Wilson Airport has become a high-stakes exercise in precision and nerve.

Here, the whine of propellers and the heavy scent of aviation fuel mix with the constant rumble of bulldozers and concrete mixers. A forest of high-rise towers is sprouting in the airport’s flight paths—especially in the crowded neighbourhoods of South C and the rapidly growing Bomas complex.

Air safety experts now warn: if left unchecked, Nairobi’s vertical ambitions could deliver Kenya’s busiest domestic airport into a catastrophe.

Pilots describe nerve-wracking approaches to Wilson’s Runway 32, the south-eastern–north-western strip that has become notorious for new obstacles. From the Airtel Building side of Mombasa Road, pilots face a jagged skyline of pale, often unmarked structures. They must stay higher than ideal, complicating safe descent.

“Our biggest fear is hitting one of these buildings in poor visibility,” said one Nairobi-based pilot who requested anonymity for fear of retaliation. “Some of them are so close. We pray wind doesn’t push us sideways.”

Another pilot put it bluntly: “We’re being forced to manoeuvre around new buildings that shouldn’t be there. It’s only a matter of time before someone makes a mistake.”

“Just watch the planes from South C,” says Amina Khadija, a local resident who has lived under the airport’s southern approach for more than a decade. “You see them fighting to turn away from these buildings. It’s scary. They’re too close.”

The airport is no minor airstrip. It’s Kenya’s primary hub for domestic flights, charter operations, medical evacuations, and pilot training—a critical node in the country’s air transport system. But for years, developers have been pushing the limits of zoning rules meant to keep Nairobi’s flight paths safe and clear.

Of the many multi-storey buildings constructed along the flight path of Wilson Airport’s Runway 32, only two—Bare Hotel and Belco Apartments—are properly marked on Google Maps and can be identified physically. Star Apartments is also labelled physically, but on Google you only find businesses operating within it showing up on the map.

The rest of the buildings remain either unmarked or entirely absent from the map and on the ground. Several additional high-rise structures, including what appears to be a hotel, are still under construction, raising further safety concerns about ongoing development in this critical aerodrome.

The Standard counted at least six buildings erected on the flight path. Furthermore, four buildings are still under construction in places described by pilots as troubling in case they turn into high-rises.

The contractors have failed to give proper signage, as is the norm in the country where details of who the owners are can be seen. In all legitimate constructions, the rule has been that the site bears identities of contractors, project leads, engineers and licensing authorities. The missing signages raise concerns about how the county government has been undertaking its inspections around the estate.

When we reached out to the City Hall officials, County Planning Chief Patrick Analo refused to give us details of who the owners of the buildings are, saying the move will endanger his own career. Both City Hall and KCAA officials said that the owners are protected by a powerful, vocal politician from North Eastern Kenya.

Some officials that we spoke to said some constructors had raised more floors than what the submitted plans to City Hall had.

Analo told The Standard that all buildings near South C are approved only after clearance from KCAA and the Department of Defence.

“The floors aren’t standard,” he explained. “Experts visit for estimation and flight path analysis. The DoD also has to approve.”

But pilots are unconvinced. “We see buildings going up that shouldn’t exist,” said one. “Some approvals were forced through by politicians. That’s the reality.”

Runway 25’s approach over South C has become increasingly risky. One pilot described a stalled construction site that resumed work unexpectedly: “It’s directly in the path. We’re already avoiding 25 if we can.”

If wind conditions demand Runway 25, pilots face a gamble. “We cross our fingers,” said a senior captain. “That’s not how aviation should work.”

Another threat looms to the west: the Bomas of Kenya complex. Once known for cultural performances and rustic thatched pavilions, Bomas is undergoing a transformation into a gleaming convention centre, complete with hotels and a presidential pavilion.

These adjustments matter because Bomas sits directly on the path for Wilson’s Runway 07—the opposite end of Runway 25, long prized for its clear glide path over Karen and Lang’ata.

Pilots warn the new structures could render that path unusable.

“Bomas is at about 5,557 feet elevation,” explained a pilot. “We start descending for Wilson at around 6,300 feet. Add a 30-floor hotel, and we’d need to descend much steeper—without an Instrument Landing System (ILS), that’s dangerous.”

Wilson doesn’t have ILS. Landings are visual only. In poor weather, or when an engine fails, this limitation could prove deadly.

A senior Ministry of Transport official admitted the scale of the dilemma: “If that hotel goes up, we’ll need to redesign Wilson. Do we really want to sink billions at Bomas and then billions again redoing the airport?”

For pilots, the answer is clear: no. “We’ll have to choose,” said one. “Either the new Bomas or Runway 07. We can’t have both.”

An internal report by the Kenya Association of Air Operators (KAAO), seen by The Standard, bluntly warns that some of these structures were built without proper approval from the Kenya Civil Aviation Authority (KCAA), while others obtained clearance but then exceeded height limits anyway.

“These limits are not arbitrary,” the report states. “They are carefully analysed based on ICAO standards to ensure a clear and obstacle-free approach and departure environment.”

Yet Nairobi’s skyline is changing faster than aviation regulators can respond. From luxury hotels to office towers, apartment blocks to convention centres, the southern and western suburbs are rising—and encroaching.

The Kenya Civil Aviation Authority declined to answer formal questions. But KCAA insiders described threats, intimidation, and political pressure to green-light projects that violate safety rules.

“Our officer was once visited by armed people who demanded that he approves the building plans,” said one staffer, asking not to be named. “Another officer had to flee the country.”

Kenya’s laws are clear. The Civil Aviation (Aerodromes) Regulations, 2018, specify that no structure may penetrate the airport’s Obstacle Limitation Surfaces (OLS) without KCAA’s explicit permission. Even then, approvals must consider complex take-off and landing profiles designed to avoid terrain, other airspace users, and sensitive government facilities.

Yet enforcement is failing. “Yes, KCAA is enforcing rules, but that’s only half of it,” the KAAO report notes. “The other half is compliance. And clearly, many developers are ignoring it.”

Why Runway 32 is a nightmare for pilots

Runway 32 (from the National Park) is especially hazardous because aircraft cannot fly straight out over State House, Kenya’s presidential residence. Instead, pilots must perform a series of intricate turns immediately after take-off: left toward Nairobi National Park, then right toward the Ngong Hills, then another turn northward.

“State House airspace is a no-go zone. You fly too low, and you’re immediately asked to divert to Eastleigh,” said an aviation officer familiar with the procedures. Every degree counts. Every second matters.

Now, new buildings sit in the path of these critical manoeuvres. Even slight errors, wind gusts, or mechanical failures could prove fatal.

“Operators have had to make operational adjustments on all runways,” the KAAO report admits. “This includes more precise adherence to take-off and approach profiles, enhanced pilot briefings, and stricter standard operating procedures. Even our simulator training now includes obstacle awareness.”

Pilots call for urgent upgrades to Wilson’s runways, aprons, and taxiways, which are in poor state.

“There’s even congestion on the aprons,” said one operator. “We have disabled aircraft sitting around reducing our safety margins.”

Most critically, they want coordination between national and county governments, urban planners, and aviation regulators to embed air safety into Nairobi’s growth plans.

“If we don’t act,” warned one veteran pilot, “Wilson will become a disaster waiting to happen. And everyone will say they saw it coming.”