President John Magufuli officiated at the opening of the new Terminal 3
President John Magufuli officiated at the opening of the new Terminal 3 at Julius Nyerere International Airport
Dar es Salaam , which is expected to serve up to six million passengers per year.
The new state-of-the-art terminal, $282 million facility at Tanzania’s Julius Nyerere International Airport will handle international flights and is part of the country’s bid to position itself as a regional aviation hub.
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Air Tanzania Boeing 787-8 Dreamliner 5H-TCG on taxi to the runway at Chhatrapati Shivaji Maharaj Int Air- port, Mumbai, India bound for Dar es Salaam
19th July, 2019.
Air Tanzania Airbus A220-300 5H-TCI on taxi to the runway at Chhatrapati Shivaji Maharaj Int Air- port, Mumbai, India bound for Dar es Salaam
25 July, 2019.
Air Tanzania Airbus A220-300 5H-TCI docking the new Terminal 3 at Julius Nyerer Int. Airport, Dar es Salaam, Tanzania.
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* Air Tanzania Picture of the Week *
Air Tanzania De Havilland Dash DHC-8 Q300 5H-MWF at Dar es Salaam Int. Airport (DUB) 2012.
Photo: the net
AirTanzania B787-800 "Dreamliner" 5H-TCG at Dar es Salaam Int. Airport (DAR).
AirTanzania Airbus A220-300 5H-TCH at Dar es Salaam Int. Airport (DAR).
AirTanzania Bombardier DHC-8Q402NG 5H-TCB at Dar es Salaam Int. Airport (DAR).
AirTanzania )Fokker F50 5H-TGF at Dar es Salaam Int. Airport (DAR).
Welcome - we will take care of You!
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Air Tanzania Corporation (ATC), the Tanzanian flag-carrier, was established on 11 th March,
1977 to operate the services suspended following the collapse of East African Airways (EAA),
which was owned jointly by the governments of Kenya, Tanzania and Uganda. EAA operations
came to a total halt in January 1977 which caused the dissolution of EAA, the "Pride of
The Flagship of East African Airways Vickers Super VC-10 5H-MMT.
Strained relations among the the three member-states in the shared EAA culminated in Kenya´s
decision to with its participation in the shared EAA.
The governments of Tanzania and Uganda that had been partners to form EAA, were at a dis-
advantage compared to Kenya,which had the head quarter for the EAA at Embakasi, Nairobi,
Tanzania and Uganda did not receive a fair share of the former airliner assets despite being
equal partners since Kenya government was the main creditor in EAA. When Kenya realized
the coming break down of EAA they secured aircrafts from the EAA
bankruptcy and repainted
the aircrafts in Kenya Airways new colors two days later after the dissolution of EAA.
Tanzania inherited two Fokker F27-200 5Y-AAC and 5X-AAP from the defunct airline but it
had no local organization like Kenya Airways had in the former EAAC offices and maintenance
hangars at Embakasi, Nairobi. Its territory was much bigger that those of its former partners
which required aircrafts of different sizes. Air Tanzania considered Fokker F27 and DeHavil-
land Twin Otters which were suitable for airports which were unpaved.
Air Tanzania commenced operation during 1977 with a leased Douglas DC-9-32 5Y-ALR from
the Kenyan government newly start up airline, Kenya Airways and the inherited Fokker F27-
200s from the defunct East African Airways.
After negotiation with different creditors or banks the Tanzanian government placed an order
of two Boeing 737-200, three new Fokker F27-600 and four DHC-6 Twin Otters all financed
by a US Bank all to be delivered during 1977-78.
Air Tanzania leased a Boeing 737-200 from Mocambique´s DETA meanwhile waiting for the
first new Boeing 737-200 to enter the fleet.
The first ordered DHC-6 Twin Otter and the Fokker F27s were painted in a tradition straight
cheetline, green yellow, black and white colors but were resprayed in the factory to the new
eye-catching colors blue and yellow before livery to Air Tanzania in Dar es Salaam..
Meanwhile waiting for delivery of the factory new Boeing 737-200´s Air Tanzania rushed to rent a Boeing 720-022 N62215 with crew from Caledonian unfortunately with substandard
contract. When it finally started operation it became apparent that the Boeing 720 could only
cary 29 passengers, something Caledonian no-doubt failed to mention to Air Tanzania.
Here seen the leased Air Tanzania Boeing 707-332 N762TW arriving London Gatwick.
A last attempt to connect Tanzania with Europe was once again to lease a Boeing 707 from
Caledonian Airlines. Unfortunately the bad planned Air Tanzania timetable lead that
engers flying from Europe (London Gatwick) missed all connections within Tanzania and to
other countries. Passengers to Europe came outstanding from the government so the attempt
ending after only a few flights from Dar es Salaam.
Finally in December 1978 the first Boeing 737-2R8C (Adv), 5H-ATC cn 21710 named
manjaro" was delivered to AirTanzania wearing the attractive colours of Air Tanzania which were based on the national flag.
Fokker F-27-600 5H-MPU flight TC350 to Mwanza at Dar es Salaam Int. airport (DAR),1981.
DeHavilland DHC-6 Twin Otter 5H-MRC at Dar es Salaam Int. Airport (DAR), 1981.
Boeing 737-2R8C(Adv), flight TC540 5H-MRK 1994 at Seychelles 1981.
With two new Boeing 737-200, five Fokker F-27 and two De Havilland DHC Twin Otter, the
carrier started services within Tanzania and the neighbouring countries in the end of 1979.
Its history, has been marked by an aborted privatization, dysfunctional alliances and a
troversial aircraft leasing contracts led that the carrier was not trussed among the passengers
with also led to a bad reputation.
In 1991 Air Tanzania leased this Ethiopian Airlines 767-200ER ET-AIZ in a new attempt to
open a London Gatwick service. After a year ATCL realized that the aircraft proved to be to
large and it often flew half empty. The Boeing 767-200ER was returned to the lessor in
1994 Alliance Air
In 1994, Air Tanzania joined with Uganda Airlines and South African Airways (SAA) to form
Alliance Air. Air Tanzania had a 10 percent stake in the venture. Flights operated from
Salaam to London–Heathrow via Entebbe on a Boeing 747SP initially, and then a
Boeing 747-SP-44 Alliance Air at Entebbe International Airport, Uganda
This venture ceased operations in October 2000 after accumulating losses of about US$50 mill-
ion. The losses had been funded by Transnet, the parent company of SAA, through April 2000.
When Transnet refused to continue funding the deficit, Air Tanzania accused SAA of using Al-
liance Air "as a Trojan Horse to take over national airlines in the region". However Air Tanz-
ania reported a profit of US$ 650.000 in 1994.
Air Tanzania was still a wholly owned airline by the government and heavily indebted. The
only way out, now was to appoint the Bretton Woods institution to investigate how to reduce
operating costs but still retain some of Air Tanzania. Their proposal was that the government
would keep 49 percent and then go out on the open aviation market and request a tender for
the 51 percent of the company
In February 2002, the government began the process of privatizing ATC through the Presi-
dential Parastatal Commission. Advertisements were placed in the local, regional, and inter-
national media inviting potential bidders. Eight airlines submitted Expressions of Interest.
Of eight interested airlines to acquire Air Tanzania, it was found that only four airlines were
prepared to continue counting on the submitted tender documents. These were South African
Airways, Kenya Airways, Comair, and Nationwide Airlines. By 19 September 2002, the bid deadline date, only SAA had submitted a bid. Kenya Airways and Nationwide Airlines had
informed the government that they did not intend to submit bids.
Therefore the Tanzanian government selected SAA as the winning bidder. After signing an
agreement with the government, SAA in December 2002 purchased a 49 percent stake in Air
Tanzania Company Limited (ATCL) for US$ 20 million. $10 million was the value of the gov-
ernment's shares, and the remaining $10 million was for the Capital and Training Account
for financing Air Tanzania's proposed business plan.
Air Tanzania Boeing 737-200 5H-MVV in "South African" livery.
As the strategic partner, SAA planned to create its East African hub in Dar es Salaam to form a
"Golden Triangle" between southern, eastern, and western Africa. It also intended to replace
ATCL's fleet with Boeing 737-800s and 767-300s.
The new Air Tanzania airline was launched on 31 March 2003, offering direct flights between
Johannesburg and Dar es Salaam, but also to Zanzibar and Kilimanjaro.Already after a few
months, problems arose because SAA had promised that the aircraft fleet would
and that Dar es Salaam would become a new hub in SAA's traffic.
None of the promised conditions by SAA were met. The two older Boeing 737-200 were replac-
ed by equivalent aircraft,except that two Fokker F28 jets and two De-Havilland DHC8 Q200
were supplied to the company. Air Tanzania recorded a pre-tax loss of almost US$ 7,3 million
in its first year following privatisation.
Air Tanzania Fokker F28 5H-MVK.
Air Tanzania De Havilland Dash Q300, ZS-NMA
By this time AirTanzania recorded a pre-tax loss of almost US$7.3 million in its first year follow-
ing privatization. The loss was attributed mainly to the inability to expand the network as quickly
and extensively as originally planned. Air Tanzania suspended on 31 January 2005 one of its
few regional services, Dar es Salaam to Nairobi, following intense competition from Kenya
ways on the route.
The Tanzanian government announced on 31 March 2006 that it would dispose of ATCL following
four years of losses, which amounted to TZS24.7 billion. The director-general of the Tanzania
Civil Aviation Authority meant "Air Tanzania is now in a worse state than before it was taken
over by SAA and South African Airways, however, claimed the Tanzanian government was "not
serious" for failing to release about US$30 million, which was needed to implement Air Tanza-
nia's business strategy to reverse continued losses.
This could not be accept by the Tanzanian government and it was decided to repurchase its
share of the South African Airways. The partnership lasted for about four years and had accu-
mulated losses of more than US$19 million.
On 7 September 2006 the government repurchased SAA's stake in ATCL for US$1 million, hence
officially terminating its partnership with South African Airways making Air Tanzania
Company LTD once again a wholly owned government company with two leased 737-200 in
Air Tanzania leased two Boeing 737-200 5H-MVV and 5H-MVZ with temporary livery.
The two leased aircraft were immediately put into traffic, including Mwanza and Kilimanjaro
airports.Rather soon the Boeing 737 5H-MVV was brought back to the lessor due to the econo-
Air Tanzania Bombardier Dash Q300 5H-MWF and Airbus A320-214 5H-MWH.
In October 2007 Air Tanzania made its inaugural flight on the Dar es Salaam-Mwanza
via Kilimanjaro with the airline´ new logo on a leased Airbus A320-214 on a two years con- tract from Wallis Trading Company which bore the image of the impressing giraffe.
In February, the carrier acquired two De Havilland Dash DHC 8-Q311. Over the years, they
have served a variety of domestic and regional destinations. Despite being the national air-
line, its market share deteriorated over the years from 19.2 percent in 2008 to 0.4 percent in
lack of finance, the airline struggled to survive.
In December 2008, the Tanzania Civil Aviation Authority (TCAA) withdrew Air Tanzania's Air
Operator Certificate because the airline had failed to meet the standards of the Inter-
Civil Aviation Organization. Two weeks later, the International Air Transport Association bann-
ed the air-carrier from all aviation transactions and informed all travel agencies and other
aviation companies to stop all transactions with Air Tanzania until further notice.
The certificate was restored in January 2009, with both the TCAA and Air Tanzania claiming
there had never been any doubt about the airworthiness of its aircraft. In 2009, ATCL flew
60,018 passengers, while Precision Air moved 583,000 passengers and Coastal Aviation 141,
Air Tanzania Bombardier Dash Q300 5H-MWF cn 474.
In January Air Tanzania signed a 18 month contract with the lessor for operating the remaning
Boeing 737-200 5H-MVZ.
March 1, 2010, what may not happen when the carrier only had one aircraft in operation,
Boeing 737-200 (because the two DeHavilland DHC 8-300 are undergoing service), then their
Boeing 737 crashes during landing at Mwanzas Airport and at the same time slides off the
runway when the nose wheel folds and collapsed in the grass. The aircraft 5H-MVZ had a crew
of 7 members and 39 passengers on board and no one is injured at the landing.
From 2010 to 2015 Air Tanzania was in a constant period of decline, with the airline shutting
down the operations multiple times due to lack of aircraft.
Precision Air Services, which is headquartered in Dar es Salaam and a mini hub in Mwanza, is
now taking over the traffic and is expanding its fleet for several domestic flights in Tanzania,
while Air Tanzania is slowing down slowly but surely.
Air Tanzania was effectively grounded in March 2011, after its sole remaining operational air-
craft, the De Havilland DHC8-300 5H-MWG was sent to South Africa for heavy maintenance,
leaving the carrier literally stranded due to the company having failed to plan forward to have
a suitable aircraft leased for the duration.
At the same time, the sistership De Havilland DHC8-300 5H-MWF was undergoing a heavy
C-check at ATCL's hangar at the Dar es Salaam. Despite being the national airline,its market
share deteriorated over the years from 19.2 percent in 2009 to 0.4 percent in 2011.
Air Tanzania DeHavilland Dash DHC 8Q311 5H-MWF in the ATCL hangar.
The aircraft 5H-MWF was stranded there due to lack of funds to import spare parts from abroad.
Air Tanzania De Havilland Dash Q300 5H-MWG taxying at Johannesburg bound for Dar
es Salaam, Tanzania.
In the beginning of 2012, the DHC-8-311Q, 5H-MWG returned back from the C-check in Jo-
hannesburg South Africa and Air Tanzania was back again in the air.
The sister ship 5H-MWF was still undergoing heavy service in the ATCL hangar in Dar es
Salaam but the lack of funding and spare parts the office could not be predicted when the air-
craft could be put into operation again, even if it was urgent to get it back in service.
The Tanzanian flag carrier has been trying to regroup since 2008, but its network has been
mainly domestic to Mwanza, Kigoma and the regional destination Haya, the Comoros islands.
Air Tanzania was now in a critical position with only one aircraft in service. To solve this prob-
lem, ATCL had finally had contact with a suitable landlord AeroVista Dubai so that they could
start negotiating to rent an airplane a Boeing 737-500 in the first place. The new agreement
would also include the contribution and technical assistance and training of pilots and flight
AeroVista successfully delivered the B737-500 4L-AJB to Air Tanzania, the national flagship
carrier of Tanzania on 29 March 2012. The aircraft should be operated on regional routes.
Air Tanzania Boeing 737-500 4L-AJB at Mwanza Int. airport, Tanzania.
Boeing 737-500 4L-AJB leased from AeroVista here seen at Mwanza International Airport.
Now with the addition of the leased Boeing 737-500, the airline was again hit by new problems
when their Bombardier Q300 5H-MWG crashed shortly after starting from Kigoma's airport
on 8 april, 2012.
One of the backboones of Air Tanzania DeHavilland Q300 crashed after a runway excursion
and belly landed off side of the runway att Kigoma Airport on 12 April.
No one was injured but the plane had to be written off because it was not repairable. The second
airraft in their fleet 5H-MWF was still undergoing the C-check in Dar es Salaam now esti-
mated to be ready in the end of 2012. Air Tanzania risked losing its flight permit if they were not
the aircraft required to continue flying
In August AirTanzania was forced to suspend the agreement with Aerovista.One of the reasons
for this was due to a tax problem that could not be resolved as this was not included in the
agreement. Therefore, the agreement was said to be earlier than expected.
The only other aircraft in the fleet, the Bombardier Q300 5H-MWF, was still stored for main-
tenance, which caused the airline to suspend operations and rebook passengers to other carr-
iers for further two months until Air Tanzania had leased another aircraft.
In haste to solve the resulting situation with AeroVista Air Tanzania now came to lease this old
Boeing 737-200 ZS-SVV to fly the important Mwanza route.
Again, a disastrous decision was made to rent another aircraft that turned out to be a 32-years-
old Boeing 737-200 on a short-term contract which was leased for three months from Star Air
Cargo in South Africa. The 737 arrived in Dar es Salaam on 11 October in AirTanzania livery
and started operations the following day on the important Mwanza route.
After heavy maintenance at Dar es Salaam in the Air Tanzania hangar the De Havilland Dash
8-300 5H-MWF was back in service as the only aircraft in the fleet. Air Tanzania restarted
operations to Kigoma on 10 January, by using its De Havilland Q300. The airline quickly
expanded to fly domestic routes and even began to fly to Bujumbura under new management.
Along side this only aircraft in the fleet, the De Havilland Dash DHC 8-Q300
Air Tanzania re
alized it was necessary rent a Canadian CRJ-200LR jet from a kenyan lessor DAT Aviation
It has been necessary to hire aircraft with short lease agreements to maintain domestic traffic.
Two aircraft that have been hired have been of the Canadair CRJ 200 / 100 jet type, which has primarily
been used on the Mwanza and Kigoma routes.
Canadair CRJ-200 leased 5Y-WWA from DAT Aviation.
It has circulated many rumors as to which type of aircraft would be suitable for Air Tanzania. One
of the good proposals is the Bombardier Dash Q400NG, one of the fastest turbo propeller airplanes
that almost flies in jet class.
In 2016,the Tanzanian government under President John Magufuli initiated a new drive to revive the
the national carrier. The government purchased two new Bombardier Q400 for the national carrier,
to delivered in September 2016.
The first Bombardier DHC8-Q402NG, 5H-TCB to be the "flagship" of Air Tanzania
In December of the same year the president's office announced that a four additional aircraft, one
Bombardier Q400NG, and a Boeing 787 "Dreamliner would be purchased for the national carrier,
with deliveries set from May 2018. Also two Bombardier CS300 (Airbus 220-300) were ordered and
estimated to be delivered in December 2018 and the second in January 2019.
Many doubted if this was the right decision to renew Air Tanzania and whether there was financial
space in the city budget for such a large funding to get Air Tanzania on its feet again
Air Tanzania's market share during 2017 was increased to 24 percent from 2.5 percent the previous
year due to the arrival of the two Bombardiers Q400NG which now operated services to Mwanza,
Bukoba, Kigoma, Kilimanjaro and Zanzibar.
In february 2018 AirTanzania acquired a third Bombardier DHC8-Q402NG, 5H-TCE cn 4559. Since
then Air Tanzania Company Ltd the national carrier has continued on its decade-long path to revival
with the delivery of one Boeing 787-8 "Dreamliner".
Air Tanzania Boeing 787-800 Dreamliner at Dar es Salaam Int. Airport
AirTanzania Airbus A220-300 5H-TCI basking in the sun on the apron at Dar es Salaam Int. airport.
With the delivery of the two new Airbus A220-300, the carrier
relaunched it servisies to Lusaka and
Harare on 22nd February 2019 and will start services later this year to Johannesburg.
In 2019 the government handed over this Fokker F50 5H-TGF to boost Air Tanzania fleet.
Flights to Johannesburg, began on 28th June 2019 by Air Tanzania Airbus A220-300 5H-TCI.
The Johannesburg services will be operated both by the "Dreamliner" and Airbus A220-300s until 15th July, 2019 and then by the Airbuses.