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Aviation, Airliners, Airlines of Africa Encyclopedia

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African Airliners 2021 edition

please click on each airline to come to updated versions!

Last updated 1st January, 2021

First in Africa, welcome Ethiopian Airlines Airbus A350-900.

Photo Gallery of African Airliners then and now:

Please check in here!

- Air Burundi -

- Air Djibouti -

- Air Malaw - Malawian Airlines -

- Air Tanzania -

- East African Airways -

- EgyptAir -

- Ethiopian Airlines -

- Kenya Airways -

- South African Airways -

- Zambia Airways -

Downloading now, please wait!

Air Burundi(click here)

A gift from the Chinese government of a Xian MA-60 2012 was intended to operate the carriers
scheduled services but the aircraft is still grounded due to lack of licenced pilots and cabin crews.

Air Burundi - History
Air Burundi is the state-owned national airline of Burundi, although in practice it has not been
operational since 2009. It used to operate scheduled regional passenger services to Rwanda, Tanza-
nia, and Uganda using a sole Beechcraft 1900C.

Air Burundi Sud Caravelle II 9U-BTA cn 144 taxying in front of East African Airways Vickers Super
VC-10S 5H-MOG at Nairobi Embakasi Intl airport (NBO)1976.
Photo: Steve Fizgerald, Airliners Net.

The airline was established in April 1971, and started operations in 1975. It was formed as Société
de Transports Aériens du Burundi, and adopted the present name in June 1975. The initial fleet of
two DC-3´s was updated with a single Sud Caravelle III followed by two de havilland DHC-200
Twin Otters. Scheduled routes linked Bujumbura with Dar es Salaam, Entebbe, Goma, Harare, Kigali,
Kigoma, Kilimanjaro, Lusaka, Mwanza and Nairobi.

In 1992 the carrier took delivery of one Beech 1900 9U-BHD which left the company in June 1998
and was registered TN-AFK in Congo. During 1999 the aircraft returned back to Air Burundi and
was reregistered 9U-BHG. In 1977 one of the Twin Otters were sold and the seccond one was leased
to Zaire’s Virunga Air Charter. The Beech 1900C became the only workhorse within the airline. De-
stinations included Goma, Kalemie, Harare, Kigoma, Kigali, Lusaka, Kilimanjaro, and Nairobi.
The French-made jetliner is withdrawn in 1994,

In 1977 one of the Twin Otters were sold and the seccond one was leased to Zaire’s Virunga Air
Charter. In 1992 the carrier took delivery of one Beech 1900 9U-BHD which left the company in
June 1998 and was registered TN-AFK in Congo. The Beech 1900C became the only workhorse
within the airline. Destinations included Goma, Kalemie, Harare, Kigoma, Kigali, Lusaka, Kili-
manjaro, and Nairobi. The French-made jetliner was withdrawn in 1994.

Operations continued without change in 1995. A military coup d'état that took place in Burundi on
25July 1996. The regional African nations placed an economic and transportation embargo on
the country. The allied measure effectively grounds the airline. During the remainder of the year and
in 1997–1998, transport at all levels in Burundi was paralyzed.

With political pressure easing, the leaders of East Africa lift their embargo of Burundi on January
25 1999. On February 1, Air Burundi was permitted to resume flights to Rwanda, Kenya, and
Uganda with its Beech 1900C. With political pressure easing, the leaders of East Africa lifted their
embargo of Burundi on January 25, 1999. On February 1, Air Burundi is permitted to resume
flights to Rwanda, Kenya, and Uganda with its Beech 1900C.

In 2007 the only sole aircraft, the Beech was temporarely grounded but to be in service for two
years until it was taken out of service due to heavy service and it has not been operational since then.

Air Djibouti (click here)

In December 2019 Air Djibouti leased this Embraer 145LR ET-AVV from Ethiopian Airlines.

Air Djibouti Boeing 737-529 EY-560 leased from Asia Sky Lines in Taijikistan.


* * *

Beechcraft 18s F-OBOO at Gafsa-Ksar International Airport, Tunisia 1963

DeHavilland DH89A Dragon Rapide F-OCBX at Gafsa-Ksar International Airport, Tunisia 1963.

Air Djibouti was set up as Compagnie Territoriale de Transports Aériens de la Cote Française des
Somalis in April 1963. Operations commenced in April 1964 with two Beechcraft Model 18 aircrafs,
a De Havilland Dragon Rapid and a Bristol 170 initially serving Dikhil, Obock and Tadjoura.

Air Djibouti DC-3 at Aden, Jemen

The first services between Dire Dawa, Taiz and Aden carried out by this DC-3. The successfulness
of this service prompted the airline to buy five more DC-3s from Air Liban, which rapidly replaced
the smaller aircraft in the fleet.

Air Djibouti, the national flag-carrier of the Republic of Djibouti was formed in July 1971. Share-
holding was reorganised following independence in June 1973 and the carrier has since then been
reorganised and estblished 1997 as Air Djibouti Red Sea Airlines.

Douglas DC-6B, F-OCYJ cn 43740/290 at Paris - Orly, France 1976 leased 1974-1977

Air Djibouti was also studying the possibility of a route to Paris in Europe and therefore the Douglas
DC-6 F-OCYJ was acquired for this mission.

In 1975, Air Djibouti took deliverance of two De Havilland DHC-6 Twin Otter, J2-KAA and J2-KAB
which become to be the back boone in the fleet until the bankruptsy 1991.

In July 1980, the number of employees was 210 and the fleet consisted of two Twin Otter aircrafts.
At this time, a domestic network was served along with international flights to Aden, Hodeida and
Taiz, Addis Ababa, Cairo and Jeddah were also served in conjunction with Air France.

After ten years experience under Air France tutelage,Air Djibouti acquired its own B737-229 PH-TVD

In 1980 Air Djibouti operated two Twin Otters, one leased Boeing 737-200 PH-TVD until 1982. At
the same year the carrier accquired a Boeing 727-200C but the Boeing 727 was to large and un-
economical and was sold company in Florida in 1984. Instead a Boeing 737-200 was leased from the
Belgian carrier Sobelair and the company operated under a contract the new scheduled flights to
Paris, Rome, Doha, Nairobi and Sanáa.

Air Djibouti (Sobelair) Boeing 737-200 OO-SBQ, cn 21596/529. (1984-1988) Note the logo on the fin.

During the years the carrier has operated leased aircraft, such as de Havilland DHC-6 Twin Otter,
Boeing 727, Boeing 737 and the last known aircraft operated by Air Djibouti was the Douglas DC-9
JU-AJI leased from Jat.

With a fleet of two leased DC-9-30s for JAT (Jugoslav Airlines) and two Twin Otters, at March 1990
Air Djibouti had Abu Dhabi, Aden, Addis Ababa, Cairo, Dire Dawa, Hargeisa, Jeddah, Nairobi,
Paris, Rome and Sana'a as part of the airline's international network, and flew domestically to
Obock and Tadjoura.

Due to failing economies, Air Djibouti had to return leased aircraft to the lessors but retained one of
the DC-9s from Yat. With a sole DC-9 the carrier tried to operate some of it important routs to Addis
Ababa, Aden and Hargeisha.

In 1991, the carrier again declared bankruptcy and ceased operations but the DC-9 was leased back
again from JAT (Yugoslav Airlines) but other assets were liquidated.

In 1997 new plans were announced for a relaunch of the airline. An Boeing 737-291 SE-DTV was
leased from Aircraft Leaseing&Holdings 1997 to 1998 but it was returned to Nordic European due
to its bankruptsy. It is not confirmed that the aircraft went into any services with Air Djibouti at all.

Airbus 310-222, F-OHPQ cn 318 at Paris Charles de Gaule, France 1999.

The carrier was refounded in 1997 and operations started again in July 1998 using a leased ex-Ku
wait Airways 194-seater Airbus A310-200. At March 2000, the A310 was deployed on scheduled
routes to Addis Ababa, Asmara, Cairo, Dar-es-Salaam, Dubai, Jeddah, Johannesburg, Karachi,
Khartoum, Mogadishu, Mombasa, Muscat, Nairobi, Rome and Taiz. In 2001 negotiations regarings
financial reconstruction were casually stopped but in 2002 Air Djubouti ceased operation.

The Relaunch of Air Djibouti 2015
Air Djibouti was set to relaunch service in late 2015 and 2016 with Chairman Aboubaker Omar
Hadsi and CEO Mario Fulgoni. The company is also supported by South Wales-based Cardiff Avi-

Fokker F-27-500F, 5Y-JUU cn 10448 at Djibouti Intl. airport (JIB), Djibouti, 2015. The Fokker
27 was withdrawed from service when the Boeing 737-400 was delivered.

Bruce Dickingson CEO Cardiff Aviation, Wales

The first step to build up the fleet was to secure a Fokker F-27 for cargo operations to Hargeisha in
Somaliland , Mogadishu in Somalia and Juba in South Sudan. The second step was the planning
for passenger operations.

In late 2015 Air Djibouti relaunched service with a Boeing 737-400 freighter. The governments in-
tentions was to establish the country as a regional logistics and commercial hub for trade in East
Africa, and chose to relaunch the airline as part of this plan. The airline started regional services
with the Boeing 737-400 on 16 August 2016 and introduced a British Aerospace 146-300 aircraft in
the end of 2016.

This Boeing 737-400 9H-VVB was delivered to Air Djibouti on 11th August, 2016 by Cardiff Avi-
ation and operated until Cardiff Aviation went bankruptsy in 2017.

After investigations of suitable aircraft for this purpose the management recommended the govern-
ment to choose a Boeing 737-400 aircraft boosed later by a British Aerospace BAe-146.

The airline operated passenger and cargo services to Addis Abeba and Hargeisha in Somaliland,
Mogadishu in Somalia.

BAe-146-300 Avro RJ, ZS-SOR cn 3155 was added to Air Djibouti fleet in early November 2016 and
operated until September 2017.

After the braek up from Cardiff Aviation, the Boeing 737-400 and Bae-146 were brought back to their


Air Djibouti has leased a Fokker 100 from Bek Air since 2018. Air Djibouti operates services to
Dire Dawa and Addis Abeba in Ethiopia, Aden in Jemen and to Mogadishu, Hargeisa and Bossaso
in Somalia.


Air Djibouti Boeing 737-500 EY-560, 2020.

Air Djibouti operates one single Boeing 737-500, leased with crew from a company in Tajikistan, It
was definitely at least 28 years old but appeared to be in a very good state of repair. Seats were tight but

Air Malawi

Air Malawi, Vickers VC-10 7Q-YKX an the proud staff in front of the flagship.

AIR MALAWI (QM) "The former national flaggcarrier of Malawi"

Air Malawi Limited was the state-owned national airline of Malawi, based in Blantyre,
which operated regional passenger services. Because of its financial situation, the air-
line was placed in voluntary liquidation, the Malawi Government announced in Novem
ber 2012, and flights have been suspended since February 2013.

The airline began operations in 1964 as a subsidiary of Central African Airways, and
later became independent and the national airline of Malawi. With the exception of
short lived long-haul flights to London in the 1970s,the airline has always concentrated
on domestic and regional flights, from its main base at Chileka International Airport,

Air Malawi frequently had financial difficulties, and the Malawian government attempted
to privatize the airline on two occasions without success. The first attempt in 2003 failed
because the successful bidder, in partnership with South African Airways, was unable to
post a securitybond.The second attempt in 2007 failed after disagreements over the terms
with the bidder, Comair of South Africa. The government, through its agent the Privati-
zation Commission,announced in September 2012 that it had embarked on another search
to identify a strategic equity partner for Air Malawi, and in July 2013 Ethiopian Airlines
was confirmed as the partner in a new airline to be called Malawi Airlines.


Central African Airways, Vickers Viscount 748D , VP-YND msn 101 at Blantyre Int. Airport, 1964.
Photo: Tony Edlind collection

1964 -1967

Air Malawi began operations in 1964 as a subsidiary of Central African Airways (CAA), and later
became independent and the national airline of Malawi. With the exception of short-lived long-haul
flights to London in the 1970s, the airline has always concentrated on domestic and regional flights,
from its main base at Chileka International Airport, Blantyre.

Air Malawi , Douglas DC-3/C47B, VP-YKN msn 32741 Karonga1969
Photo: Tony Edlind collection

Air Malawi ,DC-3 7Q-YKN take off from Karonga 1969
Photo: Tony Edlind collection

In 1964 Air Malawi Limited was formed as a subsidiary of Central African Airways (CAA). with a
fleet of two Douglas DC-3-s and three De Havilland DHC-2 Beaver. The new airline was also
provided with technical assistant, equipment and personell from CAA

Air Malawi , DHC-2 Beaver msn 86 at Mzimba airstrip.
Photo: Tony Edlind collection

On 1 August 1964, the airline began operations to Mzuzu, Ndola in Zambia and Beira in Mosambic.
The Beira service was operated in conjunction with DETA.( Direccao de Exploracao dos Tran-
sportes Aereos) and in February 1965 a Salisbury-Mauritius service was inaugurated and operated
via Blantyre, Nampula and Antananarivo.

Air Malawi, Vickers Viscount 748D , 7Q-YDK
Photo: African Airliners Archive

in 1967 Air Malawi became independent, giving Malawi a national airline. The airline introduced
two ex-CAA Vickers Viscounts joined the fleet. By the end of 1967,. The DC-3 was operating on all
Air Malawi domestic services.

On 31 December 1967 Central African Airways was officially dissolved and responsibility for all
flights passed onto the three now independent airlines, of which Air Malawi was officially establish-
ed by an Act of Parliament in 1967.


Air Malawi, Hawker Siddley 748, 7Q-YKB msn 1667. Photo: Tony Edlind collection

Air Malawi attained in January 1968 Membership in the International Air Transport Association
(IATA). The Viscount entered revenue service on 2 April 1968 to Johannesburg , Salisbury, and
Mauritius via Blantyre and Nampula. In the late 1960s the airline decided to upgrade their old
fleet. Two HS-748 were ordered and later also two Britten-Norman BN-2A.

Air Malawi , Britten Norman Islander, 7Q-YKD msn 105 at Karonga Airport 1977.
Photo: Tony Edlind collection

The HS-748s were delivered in December 1969 and January 1970, and the Islanders were delivered in
November 1969 and September 1970, allowing for the sale of the Beech Barons. The last DC-3s were

Air Malawi , BAC 1-11/475 , 7Q-YKF msn 243 at Johannesburg Int. Airport 1973.
Photo: Tony Edlind collection

In November 1970 Air Malawi leased a BAC One-Eleven from Zambia Airways on a two-year term
to operate the Johannesburg and Nairobi routes.

Air Malawi, VC10 , 7Q-YKH msn 819 1976
Photo: Tony Edlind collection

In February 1972, the airline leased a Vickers VC-10 from British Calledonian, to enter the London
route and the VC-10 was bought when the contract was determinated in November 1974.

By the end of 1975, the airline operated one VC-10, two One-Elevens, two HS-748s and two Islanders.
The international network included services to Amsterdam, Beira, Harare, Johannesburg, Lusaka,
Manzini, Ndola, Nairobi, Salisbury and Seychelles.

In September 1978, the VC-10 was withdrawn from service, because of increasing operational costs
which were a burden on the airline's financial stability, and the two Viscounts were sold to Air Zimb-
abwe in 1979 and 1980. Instead three Shorts Skyvans were purchased in 1980.

The airline moved its international flights in 1983 from Blantyre to Lilongwe with the inauguration
of Kamuzu International Airport, however its maintenance bases remained at Blantyre.

Air Malawi, the President Bandas "flagship" a Boeing 747SP-44 , 7Q-YKL msn 21133/282
at London Heathrow International Airport (LHR) April 15, 1985.
Photo: Mario Gasparella

In April 1985, the airline wet leased a Boeing 747SP from South African Airways and painted
the aircraft in Air Malawi livery. The aircraft was used only for the trip of President Hastings
Banda to London, and remained on the civil aircraft register for only 40 days.

Air Malawi B737-200, 7Q-YKX msn at Johannesburg International Airport (JNB).
Photo: David Reeves/Tony Edlind collection

In June 1989, the airline ordered two Boeing 737-500s, but before delivery the order was reduced to
one Boeing 737-300 and it was delivered in May 1981.

Air Malawi, ATR42-320 , 7Q-YKQ msn 236.
Photo: Andy Pope Airliners Net.

Air Malawi, Let L-410UVP-E Turbolet, 7Q-YKQ at Lilongwe-Kamuzo Int. Airport (LLW) 2005.
Photo:Andy Pope, Airliners Net

In April 1991, the airline ordered two Boeing 737-300s in a deal valued at US$65 million. The HS-748
was also replaced in 1991 with an ATR 42, and a Dornier 228 was introduced into the fleet in Dec-
ember 1993.

Air Malawi, B737-2K9A , 7Q-YKX msn 23405 here seen at the new internationa airport, Kamuzu
at Lilongwe, Malawi.
Photo: Tony Edlind collection

Financial crizes 2000-2011

In April 2000, it was reported that Air Malawi was in financial difficulty, a nd that it may have had
to sell assets in order to stay afloat,however the airline public relations department refused to com-
ment on the situation. The government decided to privatize Air Malawi in 2000.

By March 2002 the Finance Minister noted that the airline was overstaffed and 110 employees were
laid off in order to help keep costs under control. The government realized that it was financ-
ially impossible to operate a state-owned airline. The decision was that Air Malawi would be com-
pletely privatized, but with the possibility that the state could possibly keep 51% of the airline.

It was advertised on the open air market and several airlines showed interest. One of the airlines
was Shouth African Airways (SAA) and Crown Aviation both from South Africa.

South African Airways (SAA) and Crown Aviation offered to take a stake in Air Malawi and in April
2003, the deal with SAA to support the airline fell through when South African Airways, was unable
to post a security bond.

In November 2007, it was announced that the Malawian government was in talks with Comair of
South Africa over a partnership deal with Air Malawi.

The deal would have seen Comair acquiring the air traffic rights of Air Malawi, some of the assets
including a Boeing 737-300, and the launching of a new airline to be called Comair Malawi.

Air Malawi B737-300 "Kwacha", 7Q-YKP msn 25056 at Johannesburg International Airport (JNB).
Photo: David Reeves/Tony Edlind collection

It was reveald that Comair was only interested in acquiring the 737-300 . In early 2008, negotiations
with Comair broke down in dispute over the terms of the arranged deal; the Malawian government
preferring a strategic partnership, whilst Comair wished to take an 80% stake in the airline. Air
Malawi also negotiated with Zambezi Airlines in October 2009, but it did not yield any results either.

Deal or not deal 2012

In 2012, the economic situation worsened but now Air Malawi took up negotiating with a new pres-
umtive counterpart, Ethiopian Airlines.In February 2013, Air Malawi realized that they could not
pay their debts and the company was now close to liquidation.

Malawi Airlines Bombardier DHC Q400 ET-AQB
Photo: Tony Edlind collection

In July 2013 Ethiopian Airlines was confirmed as the new partner; it would own 49% of the "new air-
, while the Malawian government would own 51%. The new airline was renamed Malawi Airlines
in order to shake-off the negative reputation of the airline, as well as prevent "predatory creditors who
would seek to embarrass the airline", bringing an end to the 46-year-old airline.

Author boarding Air Malawi BAC-11 to Lusaka, Zambia 1973

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Air Tanzania (click here)

AirTanzania Airbus A220-300 5H-TCH and Boeing 787-800 Dreamliner 5H-TCG at Julius Nyerere
Int. Airport, Dar es Salaam Tanzania Salaam Int Airport 2020.



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 East Africa".

Strained relations among the the three member-states in the shared EAA culminated in Kenya´s de-
cision to with its participation in the shared EAA.

The governments of Tanzania and Uganda that had been partners to form EAA, were at a disad-
vantage compared to Kenya,which had the head quarter for the EAA at Embakasi, Nairobi, Kenya.

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 colours two days later after the disolulation of EAA.

Tanzania inherited two Fokker F27-200 5Y-AAC and 5X-AAP from the defunt airline but it had no
local organization like Kenya Airways had in the former EAAC offices and maitenance hangars at
Embakasi, Nairobi.

Its territory was much bigger that those of its former partners which required aircrafts of differnt
sizes. Air Tanzania considered Fokker F27 and De Havilland 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
Boeing737-200, 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 Mocambiques 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 cheet-
line, green yellow, black and white colours but were resprayed in the factory to the new eyecatching
colours blue and yellow before livery to AirTanzania 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.

Finally in December 1978 the first Boeing 737-2R8C (Adv), 5H-ATC cn 21710 named "Kilimanjaro"
was delivered to Air Tanzania 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.

Ambitiously, AirTanzania extended their service in 1979 with the new Boeing 737-200 to Maputo,
Lusaka, Tananarive and Seyshelles.

With two new Boeing 737-200, five Fokker F27 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 privatisation, dysfunctional alliances and a controversial aircraft leasing
conracts led that the carrier was not trussed among the passengers with also led to a bad reputation.

The airline was wholly owned by the Tanzanian Government until 2002 when it was partially privat-
ised as per the directive of the Bretton Woods Institutions to implement the country's Structural Ad-
justment Program. The government therefore reduced its shareholding to 51 percent and entered in
to a partnership with South African Airways.


Already after a few months, problems arose because SAA had promised that the aircraft fleet would
be renewed and that Dar es Salaam would become a new hub in SAA's traffic. None of the promised
conditions are met. The two older Boeing 737-200 were replaced by equivalent aircraft, except that
two Fokker F28 jets and two De-Dehavilland DHC8 Q200 were supplied to the company.

This could not accept 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 accumulated losses of
more than Tsh 24 billion (US$19 million). The government repurchased the shares in 2006, making
to once again a wholly owned government company.


Air Tanzania Bombardier Dash Q300 5H-MWF and Airbus A320-214 5H-MWH.

Air Tanzania Company Ltd (ATCL "Wings of Kilimanjaro" was relaunched in September 2007 after
the dissulution of the partnership with South African Airways (SAA).The "new" airlines inagural
flight went to Mwanza from Dar es Salaam via Kilimanjaro.

Over the years, it has served a variety of domestic and regional destinations. Despite being the nat-
ional airline, its market share deteriorated over the years from 19.2 percent in 2009 to 0.4 percent in
2011. With the lack of finances and aviation accidents, the airline struggled to survive. An attempt
that unfortunately failed to cooperate with Aerovista LTD was soon terminated when Air Tanzania
realized that their contract was financially inferior to continuing the cooperation.

During the following year, various types of aircraft were hired to maintain a highly slimmed-down
domestic traffic, as the company only had its own aircraft in service at De Havilland Dash Q300.

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.


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 for upgrading
the fleet.

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.

Flights to Johannesburg, SA will start on 28th June by Air Tanzania Boeing 787-8 "Dreamliner". On
16th of July Air Tanzania will switch to Airbus A220-300.

FLEET 2019:

5H-TCH Airbus A220-300
5H-TCI Airbus A220-300
5H-TCG Boeing 787-8 "Dreamliner"
5H-TCJ Boeing 787-8 "Dreamliner"
5H-TCB Bombardier DHC8-Q402NG
5H-TCD Bombardier DHC8-Q402NG
5H-TCE Bombardier DHC-Q402NG
5H-TCF Bombardier DHC-Q402NG
5H-TCK Bombardier DHC-Q402NG
5H-MWF Bombardier DHC8-Q300 (stored)

Air Tanzania ATCL
P.O.Box 543, Dar es Salaam, Tanzania

East African Airways (click here)

Vickers Super VC10, 5H-MMT cn 882 at Lusaka International Airport, (LUN) 1972.11.18.
Photo: Tony Edlind 1973
East African Airways
East African Airways Corporation, more commonly known as East African Airways, was an airline
jointly run by Kenya, Tanzania, and Uganda. It was set up on 1 January 1946, starting operations
the same year. The airline was headquartered in the Sadler House in Nairobi, Kenya. The cor-
poration was dissolved when economic and political problems grounded the airline on 1 February
1977, leading to each country forming its own airline.

McDonnell Douglas DC9-32, 5X-UVY Nairobi International Airport, Kenya 03.03 1973 (NBO).

Fokker F-27 5H-AAI cn10213, Malindi Airport, Kenya 1967

Photo: Barry Friend

De Havilland DHC-6299 Twin Otter 5H-UVN,1963

Photo: Tony Edlind collection

Douglas DC-3 (C-47 Dakota), 5H-AAJ cn 32844 at Jomo Kenyatta International Airport Nairobi, Kenya 1973. This flight
EC031 is bound for Musoma, Tanzania.
Photo: Steve Fizgerald

5 Vickers Super VC10-1154, 3 McDonnell Douglas DC-9-32, 9 Douglas DC-3/C-47, 4 Fokker F-27,
5 DHC-6 Twin Otter, 2 DH104 Comet 4 delivered 1975 and leased to Simbair).

EgyptAir مصر للطيران,

Airbus A330-300, SU-GDS cn 40759 at Sharm el Sheik International Airport (SSH) 2011.
Photo: Johan Ljungdahl

Egyptair (Egyptian Arabic: مصر للطيران, Maṣr leṭ-Ṭayarān) is the state-owned flag carrier of Egypt.
;يران , Miṣr liṭ-Ṭayarān) is based at Cairo International Airport, its main hub, operating scheduled
passengers and freight services to more than 75 destinations in the Middle East, Europe, Africa,
Asia, and the Americas. With an extensive network of domestic services focused on Cairo, Egypt's
capital, the airline is working to regain profitable operations following the revolution of 2011.

Egyptair is a member of Star Alliance, having joined on 11 July 2008. The airline's logo is Horus,
the sky deity in ancient Egyptian mythology, chosen because of its ancient symbolism as a "winged
god of the sun", and usually depicted as a falcon or a man with the head of a falcon.


United Arab Airlines became EgyptAir UAA 1958-1971. Renamed in 1961 following merger of
Egypt & Syria in 1958, becoming associated with Syrian AW. The airline kept the UAA name for
several more years following Syria's withdrawal in 1961, hoping that other Arab airlines would join.
Set-up associate company Misrair in 1964, absorbed in 1968. Renamed EgyptAir مصر للطيران when
United Arab Republic be came Arab Republic of Egypt in 1971. EgyptAir was acquired 1980 by
National Bank of Egypt & Misr Insurance.

Boeing 707-366, SU-APE, cn 20342 on final to London Heathrow International
Airport. (LHR, UK 1980).
Photo: AJ Best, Airliners Net.

B737-266, SU-BBW cn 21196 at Athens, Greece 1982.
Photo: Johan Ljungdahl

A300 An-24B, B707, B720, B727, B737, B767, B747, DH.106 Comet4C,
F27, IL18, IL62, L1011, Tu154, Vickers Viscount.

ET 2013
A320, A321, A340, B707, B737, B777.

Adly office, 6 Adly Street,
Cairo, Egypt

Ethiopian Airlines የኢትዮጵያ

Airbus A350-900, ET-ATQ, cn 04 on final to Addis Ababa Bole Int. Airport ADD) in late June, 2016.
Photo: Tony Edlind

Boeing 787-8 Dreamliner, ET-AOQ, cn 34745 on final to London Heathrow, (LHR UK) September. 2012.
Photo: Tony Edlind

Boeing 767-200, ET-AIF, cn 23107 on final to Addis Ababa, Bole International Airport (ADD) Ethiopia,
1990-01.03. (ET-731)
Photo: Tony Edlind

Boeing 757-260, ET-AKE, cn 26057 at Addis Ababa, Bole International Airport (ADD) November 26 2001. (ET-714)
Photo: Tony Edlind

Boeing 737-200, ET-AJB cn 23915 at Addis Abeba, Bole International Airport(ADD), Ethiopia 2001.(ET841)
Photo: Tony Edlind

Ethiopian Airlinesis the national flag-carrier of Ethiopia and operates a domestic network of
scheduled passenger and cargo services together with international network linking capitals in
Africa, Europe and Asia. The airline was formed in December 1945 with initial tecnical assistance
from TWA.

Ethiopian operates a modern fleet of aircraft headed by 2 Airbus A350-900, 14 Boeing 787 Dream-
liners 6 Boeing 777-200ER, 7 767-300s, 4 Boeing 777-300, which are used for long haul passenger

Medium-range flights are covered by 5 737-700NG, 14 737-800NG (6 with sky interior) and
2 Boeing 757-200s.

17 De Havilland Q400NG, fly the domestic routes.

The carrier has 2 757-260F and 7 Boeing 777-200LRF on their cargo routes.

The airline has also operated Convair CV240, Lockheed Constelation, Boeing 720B/707/727,737
Douglas DC-3 and DC-6A/B and ATR 42, Fokker 50 and MD-11F aircrafts.

Ethiopian Airlines P.O. Box 1755, Addis Ababa, Ethiopia

Kenya Airways

Boeing 787-9 Dreamliner 5Y-KZA cn 35510 at Boeing Pain Field, Seattle, USA 2014.

Boeing 777-2U8/ER 5Y-KQT cn 33682/511 landing at Nairobi International Airport (NBO), 2013.

Boeing 767-3YO/ER, 5Y-KOY cn 30841, Amsterdam - Schipol,
The Netherlands 2004.
Photo: Tony Edlind

Boeing 737-200, 5Y-BHW cn 21196, Mombasa International Airport (MBA,
Kenya 1995.
Photo: Tony Edlind

Boeing 707-351 cn 19633/690 at London Heathrow International Airport (LHR) 1978.
Photo: Tony Edlind collection

Kenya Airways
Kenya Airways Ltd., more commonly known as Kenya Airways, is the flag carrier of Kenya. The
company was founded in 1977, after the dissolution of East African Airways. The carrier's head
office is located in Embakasi, Nairobi, with its hub at Jomo Kenyatta International Airport.

The airline was wholly owned by the Government of Kenya until 1995, and it was privatised in
1996, becoming the first African flag carrier in successfully doing so. Kenya Airways is currenly
a public-private partnership. The largest shareholder is the Government of Kenya (29%),
followed by KLM, which has a 26 % stake in the company. The rest of the shares are held by pri-
vate owners; shares are traded in the Nairobi Stock Exchange, the Dar es Salaam Stock Exchange,
and the Uganda Securities Exchange.

Kenya Airways is widely considered as one of the leading Sub-Saharan operators; as of January
2013,the carrier is ranked fourth among the top ten ones that operate in Africa by seat capacity,
behind South African Airways, Ethiopian Airlines and EgyptAir. The airline became a full member
of SkyTeam in June 2010, and is also a member of the African Airlines Association since 1977.
As of June 2012, the company had 4,834 employees.

Initial fleet:
DC-9-32, Boeing 707-351, Boeing 737-200.

Fleet 2013 :
(4) Boeing 777-200ER, (6) Boeing 767-300ER, 8() Boeing 737-800 (8) 737-700, (4) Boeing 737-300,
(5) Emb. ERJ-170, (14) Emb ERJ-190.

Kenya Airways
P.O.Box 19002, Nairobi, Kenya

South African Airways (click here)

Airbus A350-900, ZS-SDD, cn 245 5 February 2020 Frankfurt (FRA).
Photo: Blue Flyer

Boeing, B747-244B, ZS-SAP, "Swartberg" cn 20 557 at Johannesburg, Jan Smutz International airport 1973.
Photo: Tony Edlind

South African Airways
South African Airways (SAA) is the national flag carrier and largest airline of South Africa, with head-
quarters in Airways Park on the grounds of OR Tambo International Airport in Kempton Park, Ekurhuleni,
Gauteng. The airline flies to 38 destinations worldwide from its hub at OR Tambo International Airport,
using a fleet of 54 aircraft.

South African Airways was founded in 1934 after the acquisition of Union Airways by the South African
government. The airline was initially overseen and controlled by South African Railways and Harbours
Administration. It suffered imposed sanctions by African countries during apartheid, which forced it to
adopt long-range aircraft and other measures to counter these restrictions. During this time, it was also
known by its Afrikaans name, Suid-Afrikaanse Lugdiens (SAL), which has been dropped. In 1997 a major
overhaul programme, which involved a change of name, image and aircraft livery, as well as the
introduction of online ticketing services, was carried out by the company's board. The carrier has since
joined airline alliance Star Alliance, and replaced its fleet with newer aircraft. In 2006, SAA split from
Transnet, its parent company, to operate as an independent airline.

SAA is the official airline of the Association of Tennis Professionals. SAA owns Mango, a low cost domestic
airline, and has established links with Airlink and South African Express.

Furthermore, SAA is currently and historically the only African airline to be classified with the prestigious
4-star airline ranking from Skytrax. In addition, SAA has also celebrated being recognized as Africa's Best
Airline during the Skytrax World Airline Awards for many years.

Initial fleet
The airline has operated Douglas DC-3/C-47, DC-4, DC-7, Boeing 707/727, Hawker Siddely HS748,
Lockeed Constelation, Lockeed Lodestar and Vickers Viscount.

Fleet 2004:
(3 )Airbus A340-200, (3) Airbus A340-600, (1) Boeing 747 (Ndizani), (8) Boeing 747-400, (6)Boeing
747-300, (5) Boeing 747-200, (2) Boeing 767, 13) Boeing 737-800.

Historic fleet:
The historic fleet comprised DC-3, DC-4, DC-6, De Haviland Dove, Junkers JU-52, Lockheed Super
Constelation and Lockheed Lodestar.

South African Airways
Airways Towers
P.O. Box 7778
Johannesburg 2000
South Africa

Zambia Airways

Douglas DC-8 42/43 9J-ABR c/n 45599 at London Heathrow (LHR) 1972.(with QZ 1968 - 1975)

Zambia Airways (1964-1995).

Zambia Airways was founded in 1964 as a subsidiary of Central African Airways. The original
fleet consisted of two Douglas DC-3 and three DHC-2 Beavers which were suitable for i.e. airstips
and small domestic airports. The carrier ordered a British Aircraft Corporation BAC 1-11 which
joined the fleet during 1966.

Douglas DC-3 VP-YKH the first to be transferred to Zambia Airways.

De Havilland DHC-2 Beaver 9J-RFZ msn 122.

British Aircraft Corporation BAC 1-11 5H-RCI ready to be delivered to Zambia Airways, here
in the first initional colour scheme 1966.

By 1967 when Zambia Airways had become independent of Central African Airways the fleet was
painted in a new coulour scheme and the Nationalsymbol "a flying eagel" on the fin. At this time
the carrier further one BAC 1-11-207 and a couple of HS.748s to operate the domestic network of
scheduled passenger and cargo services together with an international network linking capitals in Af-
rica and Europe.

After the dissolution of Central African Airways, Zambia Airways was formed with the help of the
Italian government. The airline started their operation from City Airport in the Lonacre area where
the Italians experts had rapidly constructed valuable infrastructure including housing, headquarters
a maintenance base until Lusaka International Airport, become fully operational late 1968.

Zambia Airways HS-748 9J-ABM and DC-3 9J-ROR parked at Lusaka Int. airport late 1968.

Zambia Airways British Aircraft Corporation BAC 1-11 9J-RCH parked at Mombasa Int. airport
(MBA, Kenya 1969.

The airline began in late 1968 to operate international services. A Douglas DC-8- 43 was leased
from Alitalia to operate flights from Lusaka to London via Nairobi, Cyprus and Rome.

The nice inflight service!

Douglas DC-3 9J-RDR msn 981 preparing for take-off.

In 1969 the DC-3s and the Turbo Beavers were fully replaced by the new Hawker Siddelys HS-748s.

Hawker Siddely HS748 9J-ABM at Ngoma Airstrip, Zambia. (ZGN)(with QZ 1968 - 1975).

With inadequate pilots available, the Zambia Air Force had pilots and engineers seconded to the
Zambia Airways to fly the HS748s.

British Aircraft Corporation BAC 1-11 9J-RCH c/n 039.

The BAC 1-11 aircrafts were intoduced in the airlines fleet early 1968. The aircrafts were operated on
the international services to East Africa, Congo (Kinshasa) and Malawi, together with the important
domestic services linking Lusaka, Livingstone and Ndola - Gateway to the Copperbelt. In November,
1969 the BAC 1-11 shedule was extended to include Mauritius, while the HS- 748s flew local routes.

In 1975 Zambia Airways decided to replace the leased DC-8-43 and instead acquired a Boeing 707
for the direct London service. By this time the carrier introduced the "green and orange style". The
two BAC-1-11s where sold.

Boeing 707-300 9J-AEB c/n 19263. (with QZ 1975-1985).

Alitalia bowed out and a new management team from Ireland come in. The Alitalia management
contract was replaced by Aer Lingus Irish Airlines. Zambia Airways quickly added two more Boeing
707s to the fleet and the carrier had three 707s including the freighter in its fleet.

Boeing 737-2M9/Adv 9J-AEG at Lusaka International Airport (LUN) 1982.

At the same year the BAC1-11s were replaced with a Boeing 737-200 that was often put into service
to Johannesburg and other medium-haul routes. Another three Boeing 737-200s came to be procured
to Zambia Airways for the next four years.

Hawker Siddely HS748 9J-ABK at Lusaka International Airport. The Hawker Siddelys were
replaced ATR 42 and the BAC 1-11s by Boeing 737-200s.

In 1979 the government signed a new deal with Ethiopian Airlines to help and improve the technical
and regional operations. The Zambian pilots and technicians were trained and flew under some very
primitive condition in Ethiopia and realised that flying in Zambia was a piece of cake compared to
the conditions in Ethiopia.

ATR-42-300 9J-AFC cn 0921 (with QZ 1988 - 1994)

"The widebody era" started in 1984 with the acquisition of a new DC-10-30. This was the first wide-
body used by Zambia Airways and was used to open a route to New York via Monrovia. The
first DC-10-30, N3016Z was and christened "Nkwazi" was reportedly a point of national pride for
many Zambian citizens.

McDonnel Douglas DC-10-30 N3016Z c/n 48266 (with QZ 1984 - 1995).

In 1989, a second DC-10-30 was leased from Sabena and later also a DC-10 from Lufthansa to ope-
rate longhaul flights from Lusaka to London, Frankfurt, Rome and Amsterdam, as well as a weekly
services non-stop to Bombay in cooperation with Air India.

McDonnel Douglas DC-10-30 leased from Sabena and Lufthansa. (with QZ 1984 - 1994).

Zambia Airways ordered a MD-11 and leased a Douglas DC-8-71 while waiting for the delivery of
the MD-11 which never occurred due to the critical ecconomical situation with in the company.

McDonnell Douglas DC-8-71 9J-AFL cn 46099 1993 (with QZ 1989 - 11.10. 1995).

In 1990 Zambia Airways decided to lease a Boeing 757-23AF and was the first airline in the world
to operate the 757 freighter. With 2,150 employees there is concern that the airline is overmanned
with only 300,000 passengers and operating a fleet of 2 ATR42-320s, 2 Boeing 737s, 1 Boeing 757
freighter, 1 DC-8-71 and 1 DC-10-30. The plane to crew ratio is over 300, three times the ideal.

In 1991 a crisis developed and Zambia Airways was affected by the Gulf War as the cost of fuel
soars and Zambia Airways began getting fuel outside Zambia where it is cheaper. Meanwhile, the
escalating civil war in Liberia means the New York flight instead uses Freetown as its base for the
hop across the Atlantic on the flight to New York.

During that financial crisis period, the International Air Traffic Association (IATA) suspended the
airline for failing to settle arrears in excess of US$5 million while its biggest aircraft, a DC-10,
was grounded for over a week when the Italian air company, Alitalia, refused to carry out routine
maintenance work because the airline failed to settle a multi-million dollar debt.

At the same time the American firm, Greyhound, had meanwhile taken legal action against the air-
line for not settling an US$8.9 million loan acquired for aircraft refurbishment.

McDonnell Douglas DC-8-71 and Boeing 737-200 at Lusaka International airport (LUN).

However, in an attempt to recover from this burden, the airline came up with survival plans which
saw spending cuts with some station managers recalled from abroad while a DC-8 was sold.

Zambia Airways not only flew locally but it flew scheduled international flights from Lusaka to
Bombay, Dar es Salaam, Entebbe, Frankfurt, Gaborone, Harare, Johannesburg, Lilongwe, London,
Lubumbashi Nairobi and Rome so it was very important to have a longhaul aircraft in service.

In 1992, the government reportedly indicated that the airline would be responsible for its own debt
services and had to operating expenses from its own revenues. Under this directive and in a worse-
ning economic climate, the airline very quickly scaled back their servicies both domestically and

The lessors of both the ATR32s and the Boeing 757 sent their staff to Lusaka to bring back their
aircrafts without that the Zambia Airways staff could stop them.

By 1st December 1994 Zambia Airways had only theB737 9J-AEG attemting to cover all Zambia
Airways routes. The plane would take off at 6:45 hrs from Lusaka and fly to Ndola and return to
Lusaka. After a short groundstop the plane was bound for Harare and Johannesburg to Lusaka and
the last round to Dar es Salaam and back to midnight.

On December 3, 1994 Zambia Airways was liquidated. Passengers and staff were trapped all over
the world. Various offices around the world were closed.

The carrier had $100 million in dept and the goverment encouraged not to attempt to save the airline
but instead to liquidate its assets. Its assets were sold off easaly by the liquidator. The brokers from
all over the world invaded the maintenance base to buy sparparts and equipments to an underprice,
worth a fortune for operators of BAC-1-11, DC-8, Boeing 707, Boeing 737, Boeing 757, HS-748 and

The last aircraft, Zambia Airways "flagship" the DC-10-30N3016Z "Nkwazi" was sold to Monarch
Airline during 1995.

Aftre almost 30 years of service in the aviation industry and the decision by the government to
liquidate Zambia Airways the government assigned the rights of Zambia Airways to Aero Zambia
in the end of January 1995.

The airline has operated ATR42, BAC 1-11, Boeing 707, B737, B757, De Haviland DHC-2 Turbo
Beaver, Douglas DC-3, DC-8-62, DC-8-71 and Douglas DC-10-30.



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@Copyright 1998 Tony Edlind

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