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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, wellcome 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 -

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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The French-made jetliner is withdrawn in 1994,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 aquired for this mission.

In 1975, Air Djibouti took deliverance of two DeHavilland DHC-6 Twin Otter, J2-KAA and J2-KAB
which become to be the back boone in the fleet until the bankrupsy 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 AirFrance tutelage,Air Djibouti aquired 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 aircrafts, 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 operte 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 stoped 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 withdraweled from service when the Boeing 737-400 was deliverd.

The first step to build up the fleet was to secure a Fokker F-27 for cargooperations to Hargeisha in
Somaliland , Mogadishu in Somalia and Juba in South Sudan. The seccond 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 deliverd to Air Djibouti on 11th August, 2016 by Cardiff Avi-
ation and operated until Cardiff Aviation went bankruptsy in 2017.

After invistigations of suitable aircrafts for this purpose the management
recomended the government to choose a Boeing 737-400 aircrafts boosed later by a Britsish
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 untill 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 - Malawian Airlines

Air Malawi, Boeing 737-2K9(A), 7Q-YKX msn 23405 at Johannesburg Oliver Tambo Int. Airport
(JNB) 2012.

Malawian Airlines Boeing 737-700 ET-ARB.

History of
AIR MALAWI (QM) "The former national flagcarrier of Malawi"

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

Air Malawi was formed in 1964 as a wholly owned subsidiary of Central African Airways. With the
dissolution of CAA the airline separated entirely from its former partners. On 1 September 1967 the
airline took over air services in the newly independent state of Malawi, formerly Nyassaland and is
now wholly owned by the Malawi Government.

The initial fleet of Douglas DC-3s/C47Bs, Vickers Viscounts and a Beech Baron were turned over
into Hawker Siddelys 748s, Britten Norman Islanders and BAC-111s.

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

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

Two Hawker Siddely's 7Q-YKA and 7Q-YKB were ordered in May 1969 and two Britten Norrman
BN-2 Islander's; 7Q-YKC and 7Q-YKD were ordered in July 1969.

Air Malawi , Hawker Siddely HS-748 7Q-YKA at Chileka, Blantyre.
Photo: Peter Howson

Air Malawi , Britten Norman Islander, 7Q-YKC msn 105 at Karonga Airport 1977.
Photo: Tony Edlind collection
br> The Hawker Siddely's were delivered in December 1969 and the two Islander's were deliverd in
November 1969 and September 1970 and this allowed for sale of the Beech Baron. In March 1970
the last DC-3 was sold.

Air Malawi, Vickers Viscount 748D , 7Q-YDK basking in the sun.
Photo: Tony Edlind

Air Malawi, Hawker Siddely 748, 7Q-YKA msn 1666. Photo: Tony Edlind collection

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

Air Malawi , BAC 1-11/475 , 7Q-YKF msn 243, flight QM030 Johannesburg-Blantyre, 1973.
Photo: Tony Edlind

Air Malawi with the exception of short-lived long-haul flights to London in the 1970s, when a former
British Caledonian VC-10 was acquired.

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

With this aircraft, registered 7Q-YKH, a weekly service from Blantyre, Malawi's capital, to London
was inaugurated on 3 December 1974. Later Amsterdam was incorporated into the European net-
work, while services to Johannesburg, the Seychelles and Colombo were also flown with the VC-10.

Howerver this aircraft was uneconomic and was withdrawn on 29 October 1979 when last service was
operated into London-Gatwick, and the aircraft was later re-positioned to Hurn, placed into storage
and put up for sale. As no buyer could be found, the VC-10 was ferried back to Blantyre in May 1981,
and subsequently broken up.

The airline has always concentrated on domestic and regional flights, from its main base at Chileka
International Airport, Blantyre.

Air Malawi , BAC 1-11/518 , 7Q-YKG msn 245 at Johannesburg Int. Airport 1974.
Photo: bac

The period 1974-1975 was seen as the peak of Air Malawi's operations with the airline operating
an all British fleet comprising 2 Hawker Siddeley 748 Series 2As, 2 Vickers Viscount 700s, 2 BAC
1-11 475s and 1 Vickers Standard VC 10. The country was in a pivotal position economically and
politically at the time, becoming a crossroads for traffic passing between East Africa and Zambia
with South Africa, Rhodesia and Mozambique. The changing politics of the region however,
especially the fall of the Salazar regime in Portugal and the subsequent independence of Mozam-
bique in 1975 led to a decline in Malawi's crossroads role. Air Pacific's BAC 1-11, 7Q-YKG was
returned to that airline in November 1975.

Air Malawi , BAC 1-11/518 , 7Q-YKK msn 243 at Athens Int. Airport 1975.
Photo: George Anagnostooulos, Airliners Net

Air Malawi remained with its single BAC 1-11 7Q-YKF through to 1980 when it acquired a second
aircraft, c/n 235 BAC 1-11 524FF the former D-AMAT from Hapag Lloyd in Germany and re-
registered 7Q-YKK. In between times the airline had leased in two British Caledonian aircraft
for short periods. The first was G-AXJM msn 240, a series 501EX, operated for 3 weeks towards
the close of 1977 and registered 7Q-YKI and was required during 7Q-YKFs D check.

The second British Caledonian example was G-AZMF, a series 530FX, registered 7Q-YKJ operated
from October 1979 to April 1980. The acquisition of 7Q-YKK however reflected growing regional
opportunities for the airline and also the withdrawal of its VC-10 7Q-YKH from service, being
viewed as uneconomic.

The airline introduced jet service to its network in November 1970 through the lease of Zambia Air-
ways BAC 1-11 207AJ 9J-RCH, registered in Malawi as 7Q-YKE. Replacement of its own 1-11s sub-
sequently by a new Boeing 737-300 in 1991 concluded 21 charismatic years of BAC 1-11 service.

The 1980s saw a rebound for the airline, although having only a handfulo of aircrafts, which in-
clouded a BAC 1-11 and two Hawkwe Siddelys, the carrier began to see increased activities.

The VC-10 was ferried to Bournemouth/Hurn for storage although the storage costs were deemed
too expensive and so she was ferried back to Blantyre in 1981 and was scrapped there in the 1990s.

Three Shorts Skyvans 3-100s were acquired in 1980, the 7Q-YMA and 7Q-YMB along with a Beech
King Air C90, 7Q-YMN.

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

In 1983 international services were moved from Blantyre to Lilongwe after opening of Kamuzu In-
ternational Airport. The airline's maintenance base remained at the old airport, however.

In June 1989 two Boeing 737-500 was orderd. Before the aircrafts were expected to arrive the order
was reduced to only one -300 model, the factory new Boeing 737-300 7Q-YKP named "Kwacha".

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

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

During April 1985 a Boeing 747SP, ZS-SBP registred as 7Q-YKI was wet-leased from South African
Airways and painted i Air Malawi's colours for a statevisit by President Banda to London. The B747
left from Johannesburg as QM152 on April 13 to London Heathrow International Airport, (LHR) and
returned back to Malawi on April 16 1985!

This was the only use of the Jumbo Jet by Air Malawi. It was not used for scheduled service and re-
mained on civil register for only 40 days.

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

Through the years the airline had been considering aircrafts to replace the aging Hawker Siddelys.
Aircrafts under consideration were the ATR-42, Fokker 50, Havilland Dash 8 and the BAe ATP.

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

The ATR-42-320 was chosen and the aircraft 7Q-YKQ named "Shire" arrived in December 1991.
The Hawker Siddely was the sold.

Air Malawi, Boeing 737-244(A), ZS-SIL msn 22559/859 on desend to Johannesburg Oliver Tambo
Int. Airport Int. Airport (JND) 2012. One of the last flights by Air Malawi before the voluntary
liquidation by the Government in December 2012 (leased from Air Zara Int.?).
Photo: Sazbo Gabour, Airliners Net.

Fleet 2012:
(1) B737-200, (leased) regional routes< br> (1) ATR42, short haul routes.
(1) Boeng 737-300, 7Q-YKP, stored JNB.

2013 the final count down.
Because of its financial situation, the airline has been placed in voluntary liquidation, the Malawi
Government announced in November 2012, and flights have been suspended since February 2013.

So far 11 local and international companies, including Ethiopian Airlines, South Africa's Comair and
Botswana's Global Business Network, have expressed interest in partnering with the airline.

Air Malawi is saddled with a debt of over $50 million, according to airline sources, arising mainly
from the grounding of two of its four aircrafts. The government will settle all of the company's debts.

Two Air Malawi Boeing 737 aircraft have been parked at a maintenance hangar in South Africa for
three years after the airline failed to pay for repairs and storage fees. The carrier has had to fly
leased aircraft at "enormous cost and reduced frequency" on the profitable routes within the country
and in the region.

2013 Malawian Airlines.

Malawian Airlines Bombardier DHC8-Q400 ET-AQB.

Malawian Airlines, the airline was formed in July 2013, following the collapse of Air Malawi, the
hitherto national carrier, in February 2013, as a result of inability to pay its debts. The new startup
is a public-private partnership between the Government of Malawi, Ethiopian Airlines and Malaw-
ian institutional & individual investors.

The airline maintains its headquarters in Lilongwe, the capital of Malawi and the largest city in that
country. The airline's major operations base is at Lilongwe International Airport, the largest air
port in Malawi. The new carrier will launch operations with a B737-700 and a Dash 8-400 sourced
from 49% shareholder, Ethiopian Airlines (ET).

The airline will target Lilongwe, Blantyre, Karonga and Mzuzu domestically while regionally flights
to Johannesburg O.R. Tambo, Harare Int'l, Lusaka, Dar-es-Salaam and Luanda are planned.

Malawian Airlines started operations on 31 January 2014 serving the Blantyre–Lilongwe domestic
route using a 67-seater Bombardier Q402NG aircraft. Malawian launched its first international
service to Harare on 3 February 2014.

One new Boeing 737-700 and a second De Havilland Dash 8-400 (2019) has since been added to
the fleet.

Fleet 2020:

(1) B737-700, ET-ARB msn 30687(leased) regional routes
(1) De Haviland Dash 8-400,ET-AQB msn (leased)short haul routes.
(1) De Haviland Dash 8-400,ET-XXX msn XXX (leased) short haul routes.

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 DeHavilland 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 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 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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