Air Tanzania yasimamisha Ndege zote za Airbus A220 kutokana na matatizo ya injini

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Jul 24, 2018
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Shirika la Ndege la Air Tanzania linatathmini hali ya Ndege zake ili kuziba pengo linalojitokeza katika kutoa huduma lililosababishwa na kusimamishwa kwa Ndege zake za Airbus A220 kutokana na matatizo ya injini.

Kwa mujibu wa taarifa, Ndege moja ya A220 ya ATCL iliruka mara ya mwisho Januari 3, mwaka huu na imeegeshwa katika Uwanja wa Ndege wa Maastricht Aachen nchini Uholanzi. Ndege ya pili iliruka mara ya mwisho Agosti 27. Ndege ya tatu A220 haijaruka tangu Novemba 5.

========================

Launch customer
Air Tanzania was the African launch customer for the A220 then Air Senegal, Egypt Air before Nigeria’s Ibom Air came on board.

On November 10, Air Tanzania Company Ltd (ATCL) announced flight schedule disruptions, citing the unavailability of some of its A220s, owing to manufacturer’s directives that have shortened the service intervals on the Pratt & Whitney PW1524G-3 engine.

"Due to the worldwide technical challenges of these engines and related safety requirements, we have been following professional instructions to provide quality and safety service. Sometimes we take the aircraft out of circulation to meet the demands of the engine manufacturers," the airline said in a public notice.

Air Senegal has also had to pull its A220s from service due to a similar crisis. Besides regional flights to Johannesburg, ATCL’s A220s have been operating on some of the high-density domestic routes such as Mwanza and Kilimanjaro.

Extra inspections
The PW1500G and PW1900G engines, which power the Airbus A220 and the Embraer E2 series respectively, have recently been subjected to extra inspections, in the wake of inflight shutdowns that were traced to premature wearing of certain parts.

European and American regulators issued two airworthiness directives (ADs) in January and July this year. The first requires the removal and replacement of the high-pressure turbine first and, second, stage disks. The second directive requires more frequent borescope inspections of the low-pressure compressor rotor 1. Borescope inspections are a type of visual inspection that examine hard-to-reach or inaccessible components without taking them apart.

The July AD had been also been issued in 2021 after inflight shutdowns in two Airbus A220s. These incidents were traced to a software problem and the compressor intermediate case. Pratt & Whitney addressed the problem with an update of the full authority digital electronic control software and a redesign of the affected part. However, the Federal Aviation Administration and European Union Aviation Safety Agency require operators to conduct frequent borescope inspections and replacement of the low-pressure compressor rotor 1 for safety. Although the directives stem from an incident on an International Aero Engines V2500 engine on an Airbus A321ceo, the newer Pratt & Whitney PW1500G for the Airbus A220 and the PW1900G powering the Embraer E2 series are affected because they share parts with similar materials.

Pratt & Whitney recently acknowledged the problems, telling London-based publication AirInsight: “Like many in the industry, we have experienced supply-chain challenges with structural castings and other parts. We continue to work on mitigation strategies with our supply base and expect pressures to begin to ease in 2023, which will support both our original equipment and maintenance repair and overhaul output plans.”

New engines vs spares
With hundreds of engines booked by major Western operators, the manufacturer is torn between supplying engines for new aircraft coming off the assembly line and providing spares for the grounded fleet. To give an idea of the extent of the challenge, Pratt & Whitney says that in China, for example, there are 280 aircraft in service that are powered by the affected engines.

In Dar es Salaam, ATCL chief executive Ladislaus Matindi said he cannot tell when the affected aircraft will return to service because their engines have not got to a point where they are slotted in the queue for repairs. He said they have no option but to be patient because the problem is not particular to Air Tanzania, but rather global.

"We are still far down in the manufacturer’s queue for repairs. Until the engines are in the repair shop, we cannot know exactly when we shall get relief, he told AirInsight. And because this problem is not particular to Air Tanzania but applies to all users of these engines, there are not even enough spare engines available to keep us going during the repairs."

Operators have adopted a wait-and-see because, while the new engines are giving them headache, they offer a step change, delivering double-digit reduction in fuel burn. This is crucial at a time of high prices for aviation fuel and pressures to reduce emissions by the industry. Mr Matindi said engine problems aside, the A220 has more than delivered on its promise of lower fuel burn.

Although its purchase agreements with Pratt & Whitney entitle it to compensation, ATCL says it is in talks to lease aircraft to bridge the gap in the fleet because compensation would not match the revenue lost from the suspended services or be enough to lease replacement aircraft.

12 aircraft
Air Tanzania currently operates a fleet of 12 aircraft: One Bombardier Dash 8-Q300, five Bombardier Dash 8-Q400s, four Airbus A220-300s and two Boeing 787-8 Dreamliners. Five more planes are expected to arrive before the end of 2023, expanding the fleet to 17. The additional planes will comprise another Dash 8-Q400, another Boeing 787-8 Dreamliner, two Boeing 737 Max-9s and one specification-based Boeing 767-300F Freighter. The carrier operated 48 daily flights to 14 domestic and 10 international destinations before the latest notice. Regular internal routes from its Julius Nyerere International Airport hub are Dodoma, Kilimanjaro, Mwanza, Zanzibar, Kigoma, Geita, Mbeya, Mtwara, Bukoba, Songea, Tabora, Iringa, Arusha and Mpanda.

Its international routes cover Mumbai (India), Lubumbashi (DR Congo), Nairobi (Kenya), Hahaya (Comoros), Ndola and Lusaka (Zambia), Harare (Zimbabwe), Bujumbura (Burundi) and Entebbe (Uganda). A twice-weekly flight to Guangzhou (China) was added in July 2022. The airline has also outlined plans to start flying to Lagos (Nigeria), Accra (Ghana) and Juba (South Sudan), and resume flights to Dubai (UAE) and Johannesburg (South Africa) once the new aircraft arrive next year.

According to Mr Matindi, it has also re-applied for landing slots at London's Gatwick Airport after losing them in 2020 due to legal hitches resulting from aviation industry restrictions caused by the Covid-19 pandemic.

Flight frequency
The two Dreamliners are currently used to service the flights to Mumbai (three times a week, with plans to increase the frequency to four times a week by the end of this year, according to the management) and Guangzhou while the working Airbuses mainly ply the regional routes. The new challenges come at a time when ATCL has continued to tout its ambitious plan for international routes expansion despite being flagged twice in recent government audit reports for continuing to rack up huge operational losses under an expensive revival programme initiated by former president John Magufuli in 2016.

The latest of these reports issued by the Controller and Auditor General (CAG) ranked the carrier sixth among government firms with the biggest debts by the end of the 2020/2021 fiscal year. According to the report published in April this year, Air Tanzania's debt stood at $132.77 million even after cutting its operating losses from $25.97 million in 2019/2020 to $15.58 million.

The two Dreamliners caused a loss of $10.21 million in 2020/2021 due to a low load factor as their international flights programme was beset by pandemic restrictions and other hurdles.

Profits of $5.3 million and $5.23 million for the two working Airbus A220s and four Dash 8-Q400s respectively contributed to its reduced loss figures but failed to allow for a break-even performance, the report said.

Critically unprofitable
The previous year's CAG report had also placed ATCL among government-owned entities that were proving to be critically unprofitable, pointing out further that accrued interest on its rising debt increased the risk of its planes being impounded abroad in lieu of payment. These figures coincided with a Tanzania Civil Aviation Authority (TCAA) report that said ATCL passenger numbers had dropped by 50 percent to 2.8 million in 2020, compared with the previous year, owing to Covid-19 impact on global air travel. The combined findings prompted President Samia Suluhu Hassan to sanction a $194 million government bailout in April to help the airline clear its growing debts and get back to the skies at least in the short-term. The Magufuli revival plan required Air Tanzania to lease its entire fleet from the state-run Tanzania Government Flight Agency, pay government levies and cover aircraft maintenance costs from its own coffers.

This has become a key point of discussion about Air Tanzania's future prospects, with the airline's management contending that the leasing arrangement with TGFA prevents it from making its own business decisions for more profitable operations.

The airline's calls for a re-negotiation of the lease terms or restoration of direct fleet ownership have received the backing of a parliamentary committee that oversees its affairs.

The committee on September 6 submitted a report urging the government to "speed up" the process of transferring ownership of the planes from TGFA to ATCL in order to remove the leasing costs and stem further losses.

NATION
 

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View attachment 2424740
Shirika la Ndege la Air Tanzania linatathmini hali ya Ndege zake ili kuziba pengo linalojitokeza katika kutoa huduma lililosababishwa na kusimamishwa kwa Ndege zake za Airbus A220 kutokana na matatizo ya injini.

Kwa mujibu wa taarifa, Ndege moja ya A220 ya ATCL iliruka mara ya mwisho Januari 3, mwaka huu na imeegeshwa katika Uwanja wa Ndege wa Maastricht Aachen nchini Uholanzi. Ndege ya pili iliruka mara ya mwisho Agosti 27. Ndege ya tatu A220 haijaruka tangu Novemba 5.

========================

Launch customer
Air Tanzania was the African launch customer for the A220 then Air Senegal, Egypt Air before Nigeria’s Ibom Air came on board.

On November 10, Air Tanzania Company Ltd (ATCL) announced flight schedule disruptions, citing the unavailability of some of its A220s, owing to manufacturer’s directives that have shortened the service intervals on the Pratt & Whitney PW1524G-3 engine.

"Due to the worldwide technical challenges of these engines and related safety requirements, we have been following professional instructions to provide quality and safety service. Sometimes we take the aircraft out of circulation to meet the demands of the engine manufacturers," the airline said in a public notice.

Air Senegal has also had to pull its A220s from service due to a similar crisis. Besides regional flights to Johannesburg, ATCL’s A220s have been operating on some of the high-density domestic routes such as Mwanza and Kilimanjaro.

Extra inspections
The PW1500G and PW1900G engines, which power the Airbus A220 and the Embraer E2 series respectively, have recently been subjected to extra inspections, in the wake of inflight shutdowns that were traced to premature wearing of certain parts.

European and American regulators issued two airworthiness directives (ADs) in January and July this year. The first requires the removal and replacement of the high-pressure turbine first and, second, stage disks. The second directive requires more frequent borescope inspections of the low-pressure compressor rotor 1. Borescope inspections are a type of visual inspection that examine hard-to-reach or inaccessible components without taking them apart.

The July AD had been also been issued in 2021 after inflight shutdowns in two Airbus A220s. These incidents were traced to a software problem and the compressor intermediate case. Pratt & Whitney addressed the problem with an update of the full authority digital electronic control software and a redesign of the affected part. However, the Federal Aviation Administration and European Union Aviation Safety Agency require operators to conduct frequent borescope inspections and replacement of the low-pressure compressor rotor 1 for safety. Although the directives stem from an incident on an International Aero Engines V2500 engine on an Airbus A321ceo, the newer Pratt & Whitney PW1500G for the Airbus A220 and the PW1900G powering the Embraer E2 series are affected because they share parts with similar materials.

Pratt & Whitney recently acknowledged the problems, telling London-based publication AirInsight: “Like many in the industry, we have experienced supply-chain challenges with structural castings and other parts. We continue to work on mitigation strategies with our supply base and expect pressures to begin to ease in 2023, which will support both our original equipment and maintenance repair and overhaul output plans.”

New engines vs spares
With hundreds of engines booked by major Western operators, the manufacturer is torn between supplying engines for new aircraft coming off the assembly line and providing spares for the grounded fleet. To give an idea of the extent of the challenge, Pratt & Whitney says that in China, for example, there are 280 aircraft in service that are powered by the affected engines.

In Dar es Salaam, ATCL chief executive Ladislaus Matindi said he cannot tell when the affected aircraft will return to service because their engines have not got to a point where they are slotted in the queue for repairs. He said they have no option but to be patient because the problem is not particular to Air Tanzania, but rather global.

"We are still far down in the manufacturer’s queue for repairs. Until the engines are in the repair shop, we cannot know exactly when we shall get relief, he told AirInsight. And because this problem is not particular to Air Tanzania but applies to all users of these engines, there are not even enough spare engines available to keep us going during the repairs."

Operators have adopted a wait-and-see because, while the new engines are giving them headache, they offer a step change, delivering double-digit reduction in fuel burn. This is crucial at a time of high prices for aviation fuel and pressures to reduce emissions by the industry. Mr Matindi said engine problems aside, the A220 has more than delivered on its promise of lower fuel burn.

Although its purchase agreements with Pratt & Whitney entitle it to compensation, ATCL says it is in talks to lease aircraft to bridge the gap in the fleet because compensation would not match the revenue lost from the suspended services or be enough to lease replacement aircraft.

12 aircraft
Air Tanzania currently operates a fleet of 12 aircraft: One Bombardier Dash 8-Q300, five Bombardier Dash 8-Q400s, four Airbus A220-300s and two Boeing 787-8 Dreamliners. Five more planes are expected to arrive before the end of 2023, expanding the fleet to 17. The additional planes will comprise another Dash 8-Q400, another Boeing 787-8 Dreamliner, two Boeing 737 Max-9s and one specification-based Boeing 767-300F Freighter. The carrier operated 48 daily flights to 14 domestic and 10 international destinations before the latest notice. Regular internal routes from its Julius Nyerere International Airport hub are Dodoma, Kilimanjaro, Mwanza, Zanzibar, Kigoma, Geita, Mbeya, Mtwara, Bukoba, Songea, Tabora, Iringa, Arusha and Mpanda.

Its international routes cover Mumbai (India), Lubumbashi (DR Congo), Nairobi (Kenya), Hahaya (Comoros), Ndola and Lusaka (Zambia), Harare (Zimbabwe), Bujumbura (Burundi) and Entebbe (Uganda). A twice-weekly flight to Guangzhou (China) was added in July 2022. The airline has also outlined plans to start flying to Lagos (Nigeria), Accra (Ghana) and Juba (South Sudan), and resume flights to Dubai (UAE) and Johannesburg (South Africa) once the new aircraft arrive next year.

According to Mr Matindi, it has also re-applied for landing slots at London's Gatwick Airport after losing them in 2020 due to legal hitches resulting from aviation industry restrictions caused by the Covid-19 pandemic.

Flight frequency
The two Dreamliners are currently used to service the flights to Mumbai (three times a week, with plans to increase the frequency to four times a week by the end of this year, according to the management) and Guangzhou while the working Airbuses mainly ply the regional routes. The new challenges come at a time when ATCL has continued to tout its ambitious plan for international routes expansion despite being flagged twice in recent government audit reports for continuing to rack up huge operational losses under an expensive revival programme initiated by former president John Magufuli in 2016.

The latest of these reports issued by the Controller and Auditor General (CAG) ranked the carrier sixth among government firms with the biggest debts by the end of the 2020/2021 fiscal year. According to the report published in April this year, Air Tanzania's debt stood at $132.77 million even after cutting its operating losses from $25.97 million in 2019/2020 to $15.58 million.

The two Dreamliners caused a loss of $10.21 million in 2020/2021 due to a low load factor as their international flights programme was beset by pandemic restrictions and other hurdles.

Profits of $5.3 million and $5.23 million for the two working Airbus A220s and four Dash 8-Q400s respectively contributed to its reduced loss figures but failed to allow for a break-even performance, the report said.

Critically unprofitable
The previous year's CAG report had also placed ATCL among government-owned entities that were proving to be critically unprofitable, pointing out further that accrued interest on its rising debt increased the risk of its planes being impounded abroad in lieu of payment. These figures coincided with a Tanzania Civil Aviation Authority (TCAA) report that said ATCL passenger numbers had dropped by 50 percent to 2.8 million in 2020, compared with the previous year, owing to Covid-19 impact on global air travel. The combined findings prompted President Samia Suluhu Hassan to sanction a $194 million government bailout in April to help the airline clear its growing debts and get back to the skies at least in the short-term. The Magufuli revival plan required Air Tanzania to lease its entire fleet from the state-run Tanzania Government Flight Agency, pay government levies and cover aircraft maintenance costs from its own coffers.

This has become a key point of discussion about Air Tanzania's future prospects, with the airline's management contending that the leasing arrangement with TGFA prevents it from making its own business decisions for more profitable operations.

The airline's calls for a re-negotiation of the lease terms or restoration of direct fleet ownership have received the backing of a parliamentary committee that oversees its affairs.

The committee on September 6 submitted a report urging the government to "speed up" the process of transferring ownership of the planes from TGFA to ATCL in order to remove the leasing costs and stem further losses.

NATION
Watoe ufafanuzi basi,engine ni mbovu,au maintanance costs ni kubwa au kuna hujuma,maana nijuavyo hizi ndege bado ni mpya sana,shida ni nini
 

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Feb 15, 2011
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Madalali wanataka kujiuzoa Kama kaeaida yao. Wabongo ni shida kweli kweli. Halafu ni maphd.
 

Makanyaga

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Sep 28, 2007
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View attachment 2424740
Shirika la Ndege la Air Tanzania linatathmini hali ya Ndege zake ili kuziba pengo linalojitokeza katika kutoa huduma lililosababishwa na kusimamishwa kwa Ndege zake za Airbus A220 kutokana na matatizo ya injini.

Kwa mujibu wa taarifa, Ndege moja ya A220 ya ATCL iliruka mara ya mwisho Januari 3, mwaka huu na imeegeshwa katika Uwanja wa Ndege wa Maastricht Aachen nchini Uholanzi. Ndege ya pili iliruka mara ya mwisho Agosti 27. Ndege ya tatu A220 haijaruka tangu Novemba 5.

========================

Launch customer
Air Tanzania was the African launch customer for the A220 then Air Senegal, Egypt Air before Nigeria’s Ibom Air came on board.

On November 10, Air Tanzania Company Ltd (ATCL) announced flight schedule disruptions, citing the unavailability of some of its A220s, owing to manufacturer’s directives that have shortened the service intervals on the Pratt & Whitney PW1524G-3 engine.

"Due to the worldwide technical challenges of these engines and related safety requirements, we have been following professional instructions to provide quality and safety service. Sometimes we take the aircraft out of circulation to meet the demands of the engine manufacturers," the airline said in a public notice.

Air Senegal has also had to pull its A220s from service due to a similar crisis. Besides regional flights to Johannesburg, ATCL’s A220s have been operating on some of the high-density domestic routes such as Mwanza and Kilimanjaro.

Extra inspections
The PW1500G and PW1900G engines, which power the Airbus A220 and the Embraer E2 series respectively, have recently been subjected to extra inspections, in the wake of inflight shutdowns that were traced to premature wearing of certain parts.

European and American regulators issued two airworthiness directives (ADs) in January and July this year. The first requires the removal and replacement of the high-pressure turbine first and, second, stage disks. The second directive requires more frequent borescope inspections of the low-pressure compressor rotor 1. Borescope inspections are a type of visual inspection that examine hard-to-reach or inaccessible components without taking them apart.

The July AD had been also been issued in 2021 after inflight shutdowns in two Airbus A220s. These incidents were traced to a software problem and the compressor intermediate case. Pratt & Whitney addressed the problem with an update of the full authority digital electronic control software and a redesign of the affected part. However, the Federal Aviation Administration and European Union Aviation Safety Agency require operators to conduct frequent borescope inspections and replacement of the low-pressure compressor rotor 1 for safety. Although the directives stem from an incident on an International Aero Engines V2500 engine on an Airbus A321ceo, the newer Pratt & Whitney PW1500G for the Airbus A220 and the PW1900G powering the Embraer E2 series are affected because they share parts with similar materials.

Pratt & Whitney recently acknowledged the problems, telling London-based publication AirInsight: “Like many in the industry, we have experienced supply-chain challenges with structural castings and other parts. We continue to work on mitigation strategies with our supply base and expect pressures to begin to ease in 2023, which will support both our original equipment and maintenance repair and overhaul output plans.”

New engines vs spares
With hundreds of engines booked by major Western operators, the manufacturer is torn between supplying engines for new aircraft coming off the assembly line and providing spares for the grounded fleet. To give an idea of the extent of the challenge, Pratt & Whitney says that in China, for example, there are 280 aircraft in service that are powered by the affected engines.

In Dar es Salaam, ATCL chief executive Ladislaus Matindi said he cannot tell when the affected aircraft will return to service because their engines have not got to a point where they are slotted in the queue for repairs. He said they have no option but to be patient because the problem is not particular to Air Tanzania, but rather global.

"We are still far down in the manufacturer’s queue for repairs. Until the engines are in the repair shop, we cannot know exactly when we shall get relief, he told AirInsight. And because this problem is not particular to Air Tanzania but applies to all users of these engines, there are not even enough spare engines available to keep us going during the repairs."

Operators have adopted a wait-and-see because, while the new engines are giving them headache, they offer a step change, delivering double-digit reduction in fuel burn. This is crucial at a time of high prices for aviation fuel and pressures to reduce emissions by the industry. Mr Matindi said engine problems aside, the A220 has more than delivered on its promise of lower fuel burn.

Although its purchase agreements with Pratt & Whitney entitle it to compensation, ATCL says it is in talks to lease aircraft to bridge the gap in the fleet because compensation would not match the revenue lost from the suspended services or be enough to lease replacement aircraft.

12 aircraft
Air Tanzania currently operates a fleet of 12 aircraft: One Bombardier Dash 8-Q300, five Bombardier Dash 8-Q400s, four Airbus A220-300s and two Boeing 787-8 Dreamliners. Five more planes are expected to arrive before the end of 2023, expanding the fleet to 17. The additional planes will comprise another Dash 8-Q400, another Boeing 787-8 Dreamliner, two Boeing 737 Max-9s and one specification-based Boeing 767-300F Freighter. The carrier operated 48 daily flights to 14 domestic and 10 international destinations before the latest notice. Regular internal routes from its Julius Nyerere International Airport hub are Dodoma, Kilimanjaro, Mwanza, Zanzibar, Kigoma, Geita, Mbeya, Mtwara, Bukoba, Songea, Tabora, Iringa, Arusha and Mpanda.

Its international routes cover Mumbai (India), Lubumbashi (DR Congo), Nairobi (Kenya), Hahaya (Comoros), Ndola and Lusaka (Zambia), Harare (Zimbabwe), Bujumbura (Burundi) and Entebbe (Uganda). A twice-weekly flight to Guangzhou (China) was added in July 2022. The airline has also outlined plans to start flying to Lagos (Nigeria), Accra (Ghana) and Juba (South Sudan), and resume flights to Dubai (UAE) and Johannesburg (South Africa) once the new aircraft arrive next year.

According to Mr Matindi, it has also re-applied for landing slots at London's Gatwick Airport after losing them in 2020 due to legal hitches resulting from aviation industry restrictions caused by the Covid-19 pandemic.

Flight frequency
The two Dreamliners are currently used to service the flights to Mumbai (three times a week, with plans to increase the frequency to four times a week by the end of this year, according to the management) and Guangzhou while the working Airbuses mainly ply the regional routes. The new challenges come at a time when ATCL has continued to tout its ambitious plan for international routes expansion despite being flagged twice in recent government audit reports for continuing to rack up huge operational losses under an expensive revival programme initiated by former president John Magufuli in 2016.

The latest of these reports issued by the Controller and Auditor General (CAG) ranked the carrier sixth among government firms with the biggest debts by the end of the 2020/2021 fiscal year. According to the report published in April this year, Air Tanzania's debt stood at $132.77 million even after cutting its operating losses from $25.97 million in 2019/2020 to $15.58 million.

The two Dreamliners caused a loss of $10.21 million in 2020/2021 due to a low load factor as their international flights programme was beset by pandemic restrictions and other hurdles.

Profits of $5.3 million and $5.23 million for the two working Airbus A220s and four Dash 8-Q400s respectively contributed to its reduced loss figures but failed to allow for a break-even performance, the report said.

Critically unprofitable
The previous year's CAG report had also placed ATCL among government-owned entities that were proving to be critically unprofitable, pointing out further that accrued interest on its rising debt increased the risk of its planes being impounded abroad in lieu of payment. These figures coincided with a Tanzania Civil Aviation Authority (TCAA) report that said ATCL passenger numbers had dropped by 50 percent to 2.8 million in 2020, compared with the previous year, owing to Covid-19 impact on global air travel. The combined findings prompted President Samia Suluhu Hassan to sanction a $194 million government bailout in April to help the airline clear its growing debts and get back to the skies at least in the short-term. The Magufuli revival plan required Air Tanzania to lease its entire fleet from the state-run Tanzania Government Flight Agency, pay government levies and cover aircraft maintenance costs from its own coffers.

This has become a key point of discussion about Air Tanzania's future prospects, with the airline's management contending that the leasing arrangement with TGFA prevents it from making its own business decisions for more profitable operations.

The airline's calls for a re-negotiation of the lease terms or restoration of direct fleet ownership have received the backing of a parliamentary committee that oversees its affairs.

The committee on September 6 submitted a report urging the government to "speed up" the process of transferring ownership of the planes from TGFA to ATCL in order to remove the leasing costs and stem further losses.

NATION
Jukumu la kusimamisha ndege kufanya kazi kutokana na matatizo ya engine siyo la mnunuaji, ni la manufacturer wa injini za ndege husika. Aidha zoezi hili huwa siyo la nchi moja bali la nchi zote duniani ambako injini hizi zinatumika
Fasta fasta
BUSH BIN LADEN
stephot
Obama wa Bongo
Eddo Sambai
Chillah
Slowly
 

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May 22, 2018
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mtumishiwaleo

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View attachment 2424740
Shirika la Ndege la Air Tanzania linatathmini hali ya Ndege zake ili kuziba pengo linalojitokeza katika kutoa huduma lililosababishwa na kusimamishwa kwa Ndege zake za Airbus A220 kutokana na matatizo ya injini.

Kwa mujibu wa taarifa, Ndege moja ya A220 ya ATCL iliruka mara ya mwisho Januari 3, mwaka huu na imeegeshwa katika Uwanja wa Ndege wa Maastricht Aachen nchini Uholanzi. Ndege ya pili iliruka mara ya mwisho Agosti 27. Ndege ya tatu A220 haijaruka tangu Novemba 5.

========================

Launch customer
Air Tanzania was the African launch customer for the A220 then Air Senegal, Egypt Air before Nigeria’s Ibom Air came on board.

On November 10, Air Tanzania Company Ltd (ATCL) announced flight schedule disruptions, citing the unavailability of some of its A220s, owing to manufacturer’s directives that have shortened the service intervals on the Pratt & Whitney PW1524G-3 engine.

"Due to the worldwide technical challenges of these engines and related safety requirements, we have been following professional instructions to provide quality and safety service. Sometimes we take the aircraft out of circulation to meet the demands of the engine manufacturers," the airline said in a public notice.

Air Senegal has also had to pull its A220s from service due to a similar crisis. Besides regional flights to Johannesburg, ATCL’s A220s have been operating on some of the high-density domestic routes such as Mwanza and Kilimanjaro.

Extra inspections
The PW1500G and PW1900G engines, which power the Airbus A220 and the Embraer E2 series respectively, have recently been subjected to extra inspections, in the wake of inflight shutdowns that were traced to premature wearing of certain parts.

European and American regulators issued two airworthiness directives (ADs) in January and July this year. The first requires the removal and replacement of the high-pressure turbine first and, second, stage disks. The second directive requires more frequent borescope inspections of the low-pressure compressor rotor 1. Borescope inspections are a type of visual inspection that examine hard-to-reach or inaccessible components without taking them apart.

The July AD had been also been issued in 2021 after inflight shutdowns in two Airbus A220s. These incidents were traced to a software problem and the compressor intermediate case. Pratt & Whitney addressed the problem with an update of the full authority digital electronic control software and a redesign of the affected part. However, the Federal Aviation Administration and European Union Aviation Safety Agency require operators to conduct frequent borescope inspections and replacement of the low-pressure compressor rotor 1 for safety. Although the directives stem from an incident on an International Aero Engines V2500 engine on an Airbus A321ceo, the newer Pratt & Whitney PW1500G for the Airbus A220 and the PW1900G powering the Embraer E2 series are affected because they share parts with similar materials.

Pratt & Whitney recently acknowledged the problems, telling London-based publication AirInsight: “Like many in the industry, we have experienced supply-chain challenges with structural castings and other parts. We continue to work on mitigation strategies with our supply base and expect pressures to begin to ease in 2023, which will support both our original equipment and maintenance repair and overhaul output plans.”

New engines vs spares
With hundreds of engines booked by major Western operators, the manufacturer is torn between supplying engines for new aircraft coming off the assembly line and providing spares for the grounded fleet. To give an idea of the extent of the challenge, Pratt & Whitney says that in China, for example, there are 280 aircraft in service that are powered by the affected engines.

In Dar es Salaam, ATCL chief executive Ladislaus Matindi said he cannot tell when the affected aircraft will return to service because their engines have not got to a point where they are slotted in the queue for repairs. He said they have no option but to be patient because the problem is not particular to Air Tanzania, but rather global.

"We are still far down in the manufacturer’s queue for repairs. Until the engines are in the repair shop, we cannot know exactly when we shall get relief, he told AirInsight. And because this problem is not particular to Air Tanzania but applies to all users of these engines, there are not even enough spare engines available to keep us going during the repairs."

Operators have adopted a wait-and-see because, while the new engines are giving them headache, they offer a step change, delivering double-digit reduction in fuel burn. This is crucial at a time of high prices for aviation fuel and pressures to reduce emissions by the industry. Mr Matindi said engine problems aside, the A220 has more than delivered on its promise of lower fuel burn.

Although its purchase agreements with Pratt & Whitney entitle it to compensation, ATCL says it is in talks to lease aircraft to bridge the gap in the fleet because compensation would not match the revenue lost from the suspended services or be enough to lease replacement aircraft.

12 aircraft
Air Tanzania currently operates a fleet of 12 aircraft: One Bombardier Dash 8-Q300, five Bombardier Dash 8-Q400s, four Airbus A220-300s and two Boeing 787-8 Dreamliners. Five more planes are expected to arrive before the end of 2023, expanding the fleet to 17. The additional planes will comprise another Dash 8-Q400, another Boeing 787-8 Dreamliner, two Boeing 737 Max-9s and one specification-based Boeing 767-300F Freighter. The carrier operated 48 daily flights to 14 domestic and 10 international destinations before the latest notice. Regular internal routes from its Julius Nyerere International Airport hub are Dodoma, Kilimanjaro, Mwanza, Zanzibar, Kigoma, Geita, Mbeya, Mtwara, Bukoba, Songea, Tabora, Iringa, Arusha and Mpanda.

Its international routes cover Mumbai (India), Lubumbashi (DR Congo), Nairobi (Kenya), Hahaya (Comoros), Ndola and Lusaka (Zambia), Harare (Zimbabwe), Bujumbura (Burundi) and Entebbe (Uganda). A twice-weekly flight to Guangzhou (China) was added in July 2022. The airline has also outlined plans to start flying to Lagos (Nigeria), Accra (Ghana) and Juba (South Sudan), and resume flights to Dubai (UAE) and Johannesburg (South Africa) once the new aircraft arrive next year.

According to Mr Matindi, it has also re-applied for landing slots at London's Gatwick Airport after losing them in 2020 due to legal hitches resulting from aviation industry restrictions caused by the Covid-19 pandemic.

Flight frequency
The two Dreamliners are currently used to service the flights to Mumbai (three times a week, with plans to increase the frequency to four times a week by the end of this year, according to the management) and Guangzhou while the working Airbuses mainly ply the regional routes. The new challenges come at a time when ATCL has continued to tout its ambitious plan for international routes expansion despite being flagged twice in recent government audit reports for continuing to rack up huge operational losses under an expensive revival programme initiated by former president John Magufuli in 2016.

The latest of these reports issued by the Controller and Auditor General (CAG) ranked the carrier sixth among government firms with the biggest debts by the end of the 2020/2021 fiscal year. According to the report published in April this year, Air Tanzania's debt stood at $132.77 million even after cutting its operating losses from $25.97 million in 2019/2020 to $15.58 million.

The two Dreamliners caused a loss of $10.21 million in 2020/2021 due to a low load factor as their international flights programme was beset by pandemic restrictions and other hurdles.

Profits of $5.3 million and $5.23 million for the two working Airbus A220s and four Dash 8-Q400s respectively contributed to its reduced loss figures but failed to allow for a break-even performance, the report said.

Critically unprofitable
The previous year's CAG report had also placed ATCL among government-owned entities that were proving to be critically unprofitable, pointing out further that accrued interest on its rising debt increased the risk of its planes being impounded abroad in lieu of payment. These figures coincided with a Tanzania Civil Aviation Authority (TCAA) report that said ATCL passenger numbers had dropped by 50 percent to 2.8 million in 2020, compared with the previous year, owing to Covid-19 impact on global air travel. The combined findings prompted President Samia Suluhu Hassan to sanction a $194 million government bailout in April to help the airline clear its growing debts and get back to the skies at least in the short-term. The Magufuli revival plan required Air Tanzania to lease its entire fleet from the state-run Tanzania Government Flight Agency, pay government levies and cover aircraft maintenance costs from its own coffers.

This has become a key point of discussion about Air Tanzania's future prospects, with the airline's management contending that the leasing arrangement with TGFA prevents it from making its own business decisions for more profitable operations.

The airline's calls for a re-negotiation of the lease terms or restoration of direct fleet ownership have received the backing of a parliamentary committee that oversees its affairs.

The committee on September 6 submitted a report urging the government to "speed up" the process of transferring ownership of the planes from TGFA to ATCL in order to remove the leasing costs and stem further losses.

NATION
Mafisadi wameisha andaa mpango kazi (ila nasikia Rostam kanunua ndege zake hataki ushindani kabisa 😭😭😭pole sana tanganyika yangu
 

Makanyaga

JF-Expert Member
Sep 28, 2007
8,795
5,815
Safi sana...umeeleza vizuri..wengi wanalaumu ATCL bila kujua tatizo liko wapi
Hujanielewa!
Watu wanalalamika kwa sababu kinachofafanyika ni kinyume. ATCL meamua ku-ground operations za ndege kutokana na tatizo la injini, wakati manufacturer wa injini hajafanya hivyo. Grounding hii siyo uamuzi wa maufacturer, bali ni uamuzi wa ATCL mwenyewe wakati manufacturer hajasema kama injini zake zina matatizo.
Ungekuwa ni uamuzi wa manufacturer, obvious ndege zote zenye injini za aina hii zingekuwa grounded dunia nzima

Fasta fasta
BUSH BIN LADEN
stephot
Obama wa Bongo
Eddo Sambai
Chillah
Slowly
 

Lutifya

JF-Expert Member
Jan 6, 2011
2,045
3,134
Ndege mpya iweje injini zimeleta mushkeli ndani ya mwaka mmoja tu na ushee wa kuruka? ufafanuzi wa kina unahitajika hapa.
Jamani ni kwamba kwa mujibu wa Mtengenezaji wa hizo Engines zikiruka a certain number of hours zinatakiwa kufanyiwa service kubwa. Wakati wa Zoezi hilo inatakiwa International certified Engines Maintenance Company ifanye kazi hiyo. Hivyo ATCL inalazimika kukodi Engines zingine ili Flight operations ziendelee. Siyo kwamba Engines ni mbovu. Ni utaratibu wa kawaida for security purposes. Unless mnataka akina Majaliwa wengine.
 

Fasta fasta

JF-Expert Member
Feb 15, 2011
1,126
725
Hili ni tatizo la mashika yote yaliyonunua ndege hizo kwasasa haziruki kutokana na injini zake kuripotiwa mara kadhaa kuwa zina hitilafu.

Kwa kifupi ndege zaweza kuwa nzima isipokuwa kutokana na baadhi ya mashirika kukumbana na hitilifu ndipo watengenezaji wameagiza usitishwaji wa matumizi ya ndege hizo wakati uchunguzi unafanyika
Acha kujirembua ndugu, hili tatizo la kuwafinya wanyonge ni wapumbavu wanalo sana. Kweli wangekuwa na uchungu kwa watanzania walivyomasikini wangetumia Kodi kwa makini na Sheria zitumike katika manunuzi na kutunza Mali za serikali.

Kama serikali inaweza kununua gari la milioni 300 baada ya mwaka linasimamishwa mwaka mmoja linapigwa mnada was milion tano Hapo si upigaji?

Hizi ndege zitamtoa mtu kafara. Watoto wa masikini wanawasoma tu. Wakiungana sijui. Hata jeshi halifurahi kwa haya majdhi.
 
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