Airports: Kenya vs Tanzania

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Yani hizi A220 ni ndege nzuri. Zinaweza kuibadilisha kabisa ATCL kama wakizitumia vizuri na kuongeza fleet yake.

 

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Update electrical SGR Dar-Morogoro (92% done and counting...) while electrical SGR Morogoro-Makutupora (66% done and counting...)

 

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Edelweiss Air to grace $2.6 billion tourism high Season in Tanzania​

FRIDAY AUGUST 06 2021​

By The Citizen Reporter
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Arusha. Switzerland’s leading leisure airline, Edelweiss has announced to add Kilimanjaro, Zanzibar and Dar es Salaam, as its three new destinations in Tanzania from October, offering a ray of hope to the country’s multi-million dollar tourism industry
Edelweiss, a sister company of Swiss International Air Lines and a member of the Lufthansa Group which boasts to have nearly 25 million customer base across the World, flies to the most beautiful destinations in the world.

From October 8, 2021, Edelweiss will be flying direct from Zurich to Kilimanjaro International Airport (KIA), a major gateway to Tanzania’s northern tourism circuit, twice a week, with high-end tourists from Europe to grace the tourism peak season.

“Then it goes on to Zanzibar, but only once a week, because from October 12, 2021 there will be an alternative flight to Dar es Salam on the other day of traffic,” the Swiss Tanzania’s General Manager, Mr. André Bonjour told tour operators in Arusha recently.

As it stands, Edelweiss Air offers Tanzania’s $2.6 billion tourism industry a strategic partnership to achieve its target of attracting five million tourists and generating $6 billion in foreign exchange in 2025.

“To add three destinations in Tanzania during toughest times, is not only a vote of confidence to the country, but also a boost to its travel industry to realize its target of five-million tourists in 2025 ”he explained.

“The airline reliably ensures a pleasant and carefree travel time to the holiday destination and looks after the safety and well being of its guests with commitment and cordiality,” Mr Bonjour noted.

Mr. Bonjour said that the holiday destinations could be combined perfectly to experience the country's full diversity.

Indeed, holidays in Tanzania are paradise, as the country fascinates with its wealth of nature and its diverse animal world.

Tanzania Association of Tour Operators (Tato)’s chairman, Mr Wilbard Chambulo said the tourism industry welcomes Edelweiss Air with open hands and he commended the timing.

TATO boss added: “The deal means to open-up endless opportunities not only for our members, but the entire tourism value chain as Swiss will promote and market Tanzania destinations to the higher end Swiss and other clientele”.

Tato CEO, Mr Sirili Akko said that his organization has been in talks with the Edelweiss Air to develop strategic synergies, as an urgent measure to support the tourism industry rebound in the aftermath of Covid-19 pandemic.

To be precise, Tato has been seeking a direct scheduled flight from Zurich to KIA as part of the private sector’s driven comprehensive tourism recovery strategy under UNDP support.

“We, as private sector drivers, have decided to develop a tourism recovery plan. Edelweiss Air engagement over the possibility to deploy a scheduled plane from Zurich to KIA, was key among other measures, as we believe, the move will connect the northern tourism circuit with Europe and northern America” Mr. Akko said.

Holidaymakers quite often experience the "big five" --- Elephant, Lion, Leopard, buffalo, and Rhinoceros---up close in the Serengeti National Park, hike up Mount Kilimanjaro or relax on the beach of a tropical island like Arab-influenced Zanzibar.

“If you are looking for variety, you are guaranteed to find it in Tanzania. Kilimanjaro, for instance, the hiker's Paradise. Kilimanjaro, the "roof of Africa", attracts nature lovers from all over the world with its imposing snow crown” Mr. Akko said.

Mr Bonjour echoed Mr Sirili’s statement that a hike up Africa's highest mountain is rightly on the bucket list of many nature and trekking lovers.

The area around Mount Kilimanjaro is the ideal starting point for discovering Tanzania's endless steppe landscapes and incredible wealth of wildlife.

The brilliant white beaches on the spice island of Zanzibar promise all-round pampering and plenty of relaxation, Mr. Akko explained, adding that tourists should come to Zanzibar, to experience the tropical beauty.

“Its bathing holidays that smell of pepper, cloves and vanilla, where the azure sea gently laps your feet and your senses learn to fly. The year-round warm, crystal-clear water and the white powder-sand beaches make Zanzibar the African dream destination to unwind”, he explained.

Dar es Salam, the gateway to southern Tanzania, is the bustling metropolis located on the country's mainland coast, which is hardly developed for tourism.

“Not far from the city you will find secluded beaches with oriental flair. The island dream of Zanzibar is just a stone's throw away and the national parks in the south of Tanzania can be easily explored from here,” Mr Akko said.

Edelweiss Air to grace $2.6 billion tourism high Season in Tanzania

From October 8, 2021, Edelweiss will be flying direct from Zurich to Kilimanjaro International Airport (KIA), a major gateway to Tanzania’s northern tourism circuit, twice a week, with high-end...

www.thecitizen.co.tz

 

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Songwe International Airport to allow planes to touch down​

ippmedia.com/en/business/songwe-international-airport-allow-planes-touch-down

August 6, 2021
06Aug 2021
Beatrice Philemon
Songwe
Business
The Guardian

Songwe International Airport to allow planes to touch down

• take-off at night

ALL plane sizes will soon be able to touch down and take off during the night before the end of this year when final construction works are due to be finished at Songwe International Airport.

The airport which currently only allows planes to land and take off during day time due to absence of lights on the taxiing way and other navigation tools, is in the final stages of putting in place the facilities according to Deputy Minister at Ministry of Communications, Works and Transport, Mwita Waitara.

Waitara said last week that the over 20bn/- airport in the Southern Highlands has been undergoing construction for many years but that his ministry wants to see the contractor finish all final touches before the end of the year.

“Right now we have already installed a modern radar system which is located 20 kilometres away from Songwe Airport to improve communication surveillance and safety of aircraft,” Waitara said adding that the airport will have advanced communication equipment to allow smooth landing and take-off of all types of planes from around the globe.

“This airport will also be equipped world class cargo and passenger handling equipment with all features of safety and security in place to ensure that people and their property are safe from natural and man-made disaster such as terror attacks,” he added.

Waitara pointed out that currently, the contractor is proceeding well with the fixing of airport lighting system on the taxiing and take-off ways with runways also undergoing final touches before allowing both international and domestic planes to start landing after dusk.

“We as government want to see this airport operating for 24 hours because it’s an international airport that will allow international flights touching down here,” the Deputy Minister stated while adding that the government is committed to continue investment in modern infrastructure to allow smooth movement of cargo and people across the country.

According to Tanzania Airports Authority, Songwe Airport which was opened in December 2012 to take over functions of the Old Mbeya Airport which had served the Southern Highlands since colonial, is among 59 airports managed, maintained and operated by TAA. The Airport is in the Group II Airports and its license was valid till 31st August 2020. It handles both domestic and international flights.

 

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Hope Flying in from Edelweiss for Tanzania Tourism High Season​

eturbonews.com/3000012/hope-flying-in-from-edelweiss-for-tanzania-tourism-high-season
by Adam Ihucha - eTN TanzaniaAugust 7, 2021

 Click to listen to the article podcast

1. These new flights are offering a ray of hope to the country’s multi-billion-dollar tourism industry.
2. Edelweiss, a sister company of Swiss International Air Lines, is also a member of the Lufthansa Group.
3. Lufthansa has nearly 20 million customers in its base around the world, bringing a way to reach more potential passengers.

---

From October 8, 2021, Edelweiss will be flying direct from Zurich to Kilimanjaro International Airport (KIA), a major gateway to Tanzania’s northern tourism circuit, twice a week, with high-end tourists from Europe to grace the tourism peak season.

“Then it goes on to Zanzibar, but only once a week, because from October 12, 2021, there will be an alternative flight to Dar es Salam on the other day of traffic,” the Swiss Tanzania’s General Manager, Mr. André Bonjour, told tour operators in Tanzania’s designated safari capital of Arusha recently.

As it stands, Edelweiss Air offers Tanzania’s $2.6 billion tourism industry a strategic boost to achieve its target of attracting 5 million tourists and generating $6 billion in foreign exchange in 2025.

“To add 3 destinations in Tanzania during toughest times, is not only a vote of confidence to the country, but also a boost to its travel industry to realize its target of 5 million tourists in 2025,” he explained.

The Tanzania Association of Tour Operators (TATO)’s chairman, Mr. Wilbard Chambulo, said the tourism industry welcomes Edelweiss Air with open arms and he commended the timing.

The TATO boss added: “The deal means to open-up endless opportunities not only for our members, but the entire tourism value chain as Swiss will promote and market Tanzania destinations to the higher-end Swiss and other clientele.”

 

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Air France Focuses On The Caribbean And Europe This Winter​

• by Emily Derrick
• August 5, 2021
• 52 shares
• 3 minute read

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Today, Air France confirmed its main focus for the winter 2021 season will be Europe and the Caribbean. The airline will focus on leisure destinations with six new routes as well as the continuation of seven summer routes.

Air France will have a strong European and Caribbean focus for its winter schedule. Photo: Air France

the summer season ends in the northern hemisphere, Air France is looking towards the winter months. The airline confirmed it will still maintain a focus on leisure destinations as travel demand continues to recover.

The airline previously announced the launch of routes to Zanzibar in Tanzania, Colombo, Sri Lanka, and; Muscat, Oman. A further six destinations are set to launch in time to catch some winter tourists.


The Lost Hub: India’s Kolkata Airport

New winter routes​

From Paris-Charles de Gaulle, flights will be twice a week to both Tenerife and Rovaniemi in Finland. The airline will operate Airbus A319s configured with 143 seats on both routes. The flight to Tenerife launches on November 1st, while the flight to Finland launches on December 4th, in time for a Christmas getaway.

From Paris Orly, Air France will operate daily flights to both Munich and Berlin in Germany. An Airbus A318 with seats from 131 passengers will operate these alongside existing flights to Germany from Paris-Charles de Gaulle. Flights start on October 31st.

The final two new routes will depart from Pointe-a-Pitre on the French Caribbean Island of Guadeloupe. Flights will operate twice weekly to both Montreal, Canada, and New York, US. The airline is using Airbus A320s with 168 seats on both routes.

The airline is increasing capacity on routes from mainland France and the island of Guadeloupe. Photo: Société Aéroportuaire Guadeloupe Pôle Caraïbes
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Summer destinations for winter​

As well as introducing new routes to encourage some winter tourism, Air France is continuing some of its summer routes into winter. Seven summer routes will continue for the Winter 2021 season. From Paris-Charles de Gaulle, passengers will still be able to fly with Air France to Seville, Las Palmas, Palma de Mallorca, Tangiers, Faro, Djerba and Krakow.

It’s likely that as travel demands return to pre-COVID-19 levels, many of the new routes will continue into summer 2022. So far, only the route from Paris-Charles de Gaulle to Rovaniemi in Lapland, Finland, has been confirmed as a winter-only route. The airline will cease to operate this on March 4th, 2022.

Air France could also benefit from an increase in demand for flights to the UK. Photo: Air France

​

on leisure​

The airline’s network for the winter months has a strong focus on leisure destinations. Like many, Air France seems to expect business travel to take much longer to recover. The airline has also maintained a strong focus on European destinations, predicting that even as restrictions lift, most people will look to stay relatively close to home.

Air France could also see a windfall in flights to the UK now restrictions are lifting. The airline connects Paris to London Heathrow as well as several other UK destinations. After today’s announcement, Eurostar, Eurotunnel, Brittany Ferries, and several airlines have reported a huge jump in website traffic and bookings.

Air France Focuses On The Caribbean And Europe This Winter

simpleflying.com

 

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MY TAKE
I see KQ cutting frequencies to both Zanzibar and Kilimanjaro as her partners KLM/Air France have chosen to fly their PAX directly to the destinations Zanzibar and Kilimanjaro therefore no more feeding KQ with PAX! KQ should brace for a very hard tumultous future! Nangoja 2 brand new A220-300s hapo 4th quarter for Air Tanzania to widen her routes across Africa!

 

[Geza Ulole]

News​

Court stops Kenya Airways from evicting 748 Air Services​

748 Air Services De Havilland Aircraft of Canada D© 748 Air Services
30.07.2021 - 14:12 UTC

a continuation of a property dispute between Kenya Airways and 748 Air Services, a Kenya court has made an about-turn on a previous order and has ordered the national carrier to stop evicting its tenant from offices at Nairobi Jomo Kenyatta.

748 Air Services, on July 26, filed a legal suit against Kenya Airways for malicious damage worth millions of shillings and harassment of its employees. This came after Kenya Airways on July 16 won an eviction order against 748 Air Services in the Milimani Commercial Courts in Nairobi, which a judge ordered the JKIA Airport police station to enforce.

In a turnaround, a different Milimani Commercial Court judge on July 26 passed a temporary injunction, restraining Kenya Airways from further evicting 748 Air Services pending an inter-partes hearing of the dispute (Inter-partes means both parties will have advance notice of the hearing and are both required to attend). The court has also directed the police chief at the airport to ensure compliance with the new order, reports The Citizen newspaper.

According to an affidavit by 748 Air Services managing director Moses Mwangi, the company had not been served an eviction order.

Still, armed police officers on Friday, July 23, had raided the disputed premises at 748 Plaza on Airport North Road in Embakasi. In so doing, they had broken the premises’ entrance glass door and had damaged office furniture and fittings. This had disrupted normal operations and had left the airline with significant losses. “The actions of the plaintiff have caused and continue to cause great losses to our company," Mwangi said. Following the raid, staff was unable to trace important documents, records, and machinery. “We have always enjoyed peaceful and quiet occupation of the premises since the inception of our lease agreement on February 1, 2021, until the plaintiff and its agents raided our offices on July 23, 2021,” he said.

According to Mwangi, 748 Air Services paid rent for the premises to the previous occupant, African Airlines International (AIK, Nairobi Jomo Kenyatta).

Meanwhile, 748 Air Services said all its flights continued to operate and urged customers to make bookings online and through its downtown office.

Court stops Kenya Airways from evicting 748 Air Services

Several daily Operator News updates covering all Operator Route Network changes, strategic fleet developments and aircraft orders, start-ups and bankruptcies, mergers and acquisitions and partnerships and alliances.

www.ch-aviation.com

 

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Kenya Airways calls for loan term extensions​

Kenya Airways Boeing 787-8© Boeing
12.05.2021 - 14:29 UTC

Kenya Airways (KQ, Nairobi Jomo Kenyatta) is in talks with its lenders to extend moratoria on the repayment of its loans as the airline expects its revenue to remain subdued this year amid low travel demand due to COVID-19.

This is according to the airline’s hHead of treasury and corporate finance, Geoffrey Langat,who told The Standard newspaper that finance costs were one of the carrier’s largest fixed costs which it had been unable to cover after its revenues declined drastically from March 2020 as its passenger operations were grounded for four months (April to August 2020) with the onset of the pandemic.

Full-year financial results for the financial year ending December 31, 2020, had shown that fixed costs only declined by 3.1%, while revenue had dropped by 59% to KES52.8 billion (USD494 million). The airline needed KES55 billion (USD515 million) to survive over the coming year.

Langat said the carrier had a mix of loans from various lenders including local and international banks. It had also received shareholder loans from the government, which had been the only entity to have advanced new loans last year, totalling KES11 billion (USD103 million).

The government had also guaranteed loans totalling USD750 million (mostly from international lenders) until 2017.

He said the airline had been able to save more than KES6.5 billion (USD60.8 million) last year after it had been granted an initial six-month moratorium on the repayment of bank loans to October 2020, which was extended by another nine months to June 2021. Most of its lenders had only agreed to a moratorium on the principal loan amount, meaning the airline had to continue paying interest.

Technical Director Evans Kihara said the flag carrier had managed to save KES1.4 billion (USD13.1 million) after reviewing all its contracts with suppliers and insourcing some functions such as servicing aircraft. “The objective was to retain only critical value-adding service contracts and to re-engineer those that are still needed to more cost-effective models that ensure payments are done only when repair events occur at lower negotiated costs,” he said.

He said Kenya Airways had increased its capacity to service its own aircraft, including heavy maintenance services for its B787-8s, as COVID-19 travel restrictions imposed by states had made it difficult to ferry them abroad for maintenance. This had resulted in huge savings in outsourcing costs, he added.

Kenya Airways calls for loan term extensions

Several daily Operator News updates covering all Operator Route Network changes, strategic fleet developments and aircraft orders, start-ups and bankruptcies, mergers and acquisitions and partnerships and alliances.

www.ch-aviation.com

MY TAKE
Kukopa sherehe kulipa matanga!! ☝️ ☝️ 🤣🤣

 

[Geza Ulole]

 

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East African Airways: A Theatre of self -The Rise and Fall of a Transnational Airline​

AUGUST 10, 2021
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As surely as her aircraft took to the sky, East African Airways rode the winds of change to carry with it a Pan-African tale. A story which, in its unfolding, not only mirrored but also fell casualty to an equally volatile political climate.

Setting the stage
The British Colonial government realized the benefit of shared services as early as 1890 ergo established the Uganda railway by 1896-1901 in the protectorate of Uganda and colony of Kenya, with gradual Tanzanian (then Tanganyika) integration after World War 1. The next frontier at this point, was the air. With the post-war period setting into motion economic reconstruction, there surfaced a need to establish communication links within a vast empire. Perforce, a committee was established, towards the end of World War 2 (in 1943) featuring aviation and railroad experts, businessmen, the British Overseas Airways Corporation (BOAC), and amongst other Territorial Governors; Philip Mitchell, Governor of the Uganda Protectorate who is credited with the establishment of Entebbe Airport. Their mandate was to deliberated upon and arrive at a setup through which the reality of civil aviation in the region could materialise.

As hoped, proceedings resulted into the East African (Air Transport) order-in-CounciI of 1945 which set up the East African Air Transport Authority and the East African Airways Corporation (EAAC). The BOAC was then instructed to ensure that the East African Airways (EAA) remained profitable and was up to international standards but targeting a local market.

The Airline was designed to operate feeder services in tandem with the BOAC services into East Africa. A fleet of six DH 89’s were hired from the British Ministry of Civil Aviation upon operationalization on 3rd April 1946 but were upgraded to the De Havilland Dave and the even larger fourteen passenger Lockheed Lodstar, in a bid to match growth in traffic. More upscaling came in with the Douglas DC-3’s in 1949.

East African Airways crew

While the Airline could not compete with Central African Airways and South African Airways who both offered non-stop services with faster equipment, it was growing steadily. By 1953, the fleet had been standardized to nine DC-3’s and two De Havilland Dominies.

In 954 the airline began to schedule air freight services with delivery of vegetables, eggs and meat at especially low rates. In 1955, it was finally able to operate on its own without government subsidies which enabled the airline expand operations outside the East African territory; launching a route to London via Khartoum and Rome, in operation with BOA alongside a service to Karachi and Bombay via Aden, operated with Air India.

Cabin Services aboard East African Airways

Into the limelight
Happening almost simultaneously, was the intensification of African nationalism. World War 2 ex-servicemen some of whom had been flown out to fight for the colonising powers were edified to the myth of racial superiority, the realities of colonial exploitation and the mistreatment being executed in their homelands. They thus took part in the staging of, in Kenya, the Mau Mau rebellion in agitation for freedom. The rebellion wounded the colonial government economically, registering unprecedented success in forcing the colonial government to compromise. Arrangements thus were made to increase African involvement in government, though marginally. But these moves, cumulatively, signaled that freedom lay not too far beyond the horizon.

And as freedom rose, so too did EAA which reached its peak in the early 60s, purchasing from BOAC, three Canadairs, Four Argonàuts (DC-4M) and two De Havilland comet 4’s to keep up with an exponential growth in markets. The international services were so successful at the time that they accounted for as much as seventy percent (70%) of total transport revenue, enabling the subsidization of what was proving to be a failing local service.

VP-KNY at London Airport. East African Airways commenced its service between Nairobi and London in October 1957 using former BOAC Argonauts. Touch downs were made at Rome (Ciampino), Benghazi (Benina), Khartoum and Entebbe. The Argonaut was the fleet name given by BOAC to the Canadair DC4M2 or Canadair C4 which East African Airways referred to as the Canadair – PHOTO David Banham

In February 1952 the Airline made history by becoming the first commercial airline to carry a reigning British monarch. King George VI passed on while Princess Elizabeth and the Duke of Edinburgh were in Kenya on a royal tour. With immediacy, arrangements were made for the royal couple to return to England by air. The Queen thus flew from Nanyuki in a Dakota VP-KHK named ‘Sagana’ (a nod in the direction of the lodge she occupied when the sad news was broken) to Entebbe where she and the Duke boarded a BOAC Argonaut (Canadair) bound for London. That same year, the airline commenced the flying of pilgrims to and from Mecca in conjunction with Aden Airways. EAA also made a Hollywood appearance in the 1953 adventure/romantic drama film, ‘Mogambo’ with one of its aircrafts being used for the filming. It appeared as though things for this airline could only go up.

African nationalism followed the same trend, reaching a majestic crest, also in the early 60s. Several Africans who too had flown out in pursuit of further education returned with exposure to life outside colonies, realisation of how their countrymen were being marginalised, an unrelenting drive to liberate their people and in most cases, the technical know-how (to upset the colonial system).

Ignatius Kangave Musaazi of Uganda, Julius Nyerere of Tanganyika and Jomo Kenyatta of Kenya are notable nationalists amongst a myriad other legislative reform agitators who either formed or were charged members of political parties. They laboured to increase African representation in government and convince the colonial regime to withdraw the talons of imposed rule and hand over power to a self-governing people. Eventually, freedom rung true; first in Tanganyika (1961), then in Uganda (1962) and finally, in Kenya and Zanzibar (1963).

DC3 VP-KJU (above) was called Sagana II and was used by the British Queen during her visit to Uganda in 1954. It was in the original Sagana (also a DC3) that the Queen flew from Nanyuki (Kenya) to Entebbe to board the Royal Argonaut in which she hurriedly flew back to London on the death of her father King George VI. Thus East African Airways became the first airline to carry a reigning British monarch.

Enter the post-independence era
In post-independence euphoria, member states sought to frame EAA to the times and thus pursued its Africanization. One such manifestation was the painting of all four national flags on the tail of a recently leased DC-7F from BOAC. The flags then became three after Zanzibar’s revolt in 1964 which led to its unification with Tanzania. In the same year, the first four Africans were sent off to an Airwork school in Perth, Australia for pilot training. And to cap that year off, Corporation Chairman, Alfred Vincent retired, handing over office to Abdullah Said Fundikira, Ntemi (Chief) of Unyanyembe in Tanzania. The airline also participated in a stand against the apartheid regime, alongside several African countries (states with territorial sovereignty) and nations (communities with shared ethnicity, culture and location), in a ban against South African Airways’ landing rights. The post-colonial era at this point, looked unified and promising.

Now for a dramatic reversal, structural concerns that had not been ironed out prior to independence, regarding the relationship between the Airways corporation and the national governments festered. Concerns like composition of the board proved to be particularly problematic. Naturally, the airline’s operations were designed to flow in accordance with singular interests which a single overall colonial authority could readily manage.

However, each East African country was subject to a hierarchy of needs and endowment. So Africanisation also presented an opportunity for the ascent to senior posts, of low calibre staff with little or inadequate training, who were to now advance and ruberstamp their appointing country’s agenda. Governments reserved the right to dismiss those whom they felt were ineffective (so in essence, the only accountability was to self and morality was determined by national interests which the government of the day in most cases, dictated.). Case in point being Uganda’s recall and dismissal of several appointees to the Airline board during the 70s which caused a lacuna in key leadership positions during the Airline’s most crucial years.

Concerns of equity intensified when the Airline decided to expand international services since this meant an increase in funding from the national governments. Hesitation and skepticism grew rife, with Kenya declaring discomfort; insisting that she had been toeing more than her own portion of the financial burden. Tanzania and Uganda countered with the argument that they were not benefiting from the airline as much as would warrant an increase in contribution.

As such, they were now open to investment by their former coloniser’s BOAC to keep the airline afloat. The sought after investment was not in the least bit philanthropic, but rather, a calculated move by BOAC to channel more traffic to its trunking operations. Nonetheless, the agreement seemed mutually beneficial.

The plot thickens
Criticism of the pre-independence era intensified and in pursuit of Africanisation, there was agitation for the removal of non-Europeans from the EAA board and this included the slot for a BOAC member. BOAC ascented to it but, in view of the fact that they would be stripped of a say in the affairs of the Airways, they now required a premature redemption of their £11million investment from 1965 (worth £227,964,157.71 in 2020). This, they did, knowing that the airline would not have the capacity for it, till at least 1968.

Fokker F27 Friendship, 5H-AAI at Embakasi. Other aircraft just visible include an East African Airways Super VC10, a British Caledonian VC10 an East African Airways DC 9 – PHOTO Geoff Pollard

Realising this fix, the East African Nations were forced to increase their contributions to the airline; taking three years to pay up the balance. All previous focus having been placed solely on eliminating BOAC participation, assessment of the airline’s capitalisation was grossly ignored even as it continued to fall short of revenue, more so as the 1970s dawned. The airline resorted to and relied heavily upon borrowing which further aggravated its situation. And as it struggled to pay up the loans, member states once more found their arms twisted into injecting more funds to keep this amorphous project alive.

More still, Tanganyika remonstrated the fact that the faster aircrafts used for international flights terminated in Nairobi, leaving passengers bound for other East African destinations such as Dar-es-Salaam, to travel slow. And this discrimination, they argued, had economic ramifications.

Following the inauguration of the Organisation of African Unity in 1963, Pan American Airlines declared interest in a route from East to West Africa which EAA had initially and successfully opposed. Kenya however, unilaterally provided rights out of Nairobi into West Africa for Pan Am in exchange for the building of an Intercontinental Hotel complex. This naturally generated a lot of resentment against the nation while undermining the ability of EAA to compete favourably in this route. The influences that overrode the East African Community could be seen at work in EAA.

Reading between the lines
The test of transnational unity, in many ways than one, was a reflection of the national turmoil in each of the East African nations. The ‘Ujamaa’ policy was a version of Socialism implemented in Tanzania by then President, Julius Nyerere. The Kiswahili word ‘Ujamaa’ translates directly to ‘familyhood’, which denotes a premise of cooperation; economic development that relied on selflessness; capacity for which, sometimes, human nature falls short. Needless to say, Ujamaa failed and it’s Kenyan equivalent, ‘Harambee’ (collective effort- channeled towards building the nation. Launched by then president, Mzee Jomo Kenyatta), was abandoned. Could this have been due to an inherent human inclination towards self advancement before all else or were these leaders’ efforts frustrated by forces of Capitalism from the other end of the Iron Curtain? Either way this ideological failiure forbode a calamitous fate for EAAC that also realied on compromise and cooperation for collective good.

Now onto individual conflict: political temperatures in Kenya were heating up between President Jomo Kenyatta and his Vice, Jaramogi Oginga Odinga. Kenyatta enjoyed nationwide support but was still perceived to be a Kikuyu leader before all else and Odinga, a Luo leader. This culminated disastrously in the Kisumu massacre on October 25th, 1969 (four months after renowned politician Tom Mboya’s, assassination) when a crowd loyal to Odinga began to taunt Predident Kenyatta during a speech. A verbal exchange between Kenyatta and Odinga escalated the situation and soon, pandemonium was unleashed. The presidential guard shot 11 people dead, indiscriminately, though some media reports claim a much higher number.

At this point, the ‘happily ever after’ that was hoped for, on the day of independence, when now compared to the fight for freedom, seemed like more of the same. Descent, violence, heavy-handedness and all vices we fought to eliminate were now within and amongst us.

Amin takes center stage
In 1971, a faction of the Ugandan army that grew dissatisfied with President Apollo Milton Obote’s style of government which they believed was sectarian and partial to his ethnic group launched a military coup to install its leader, General Idi Amin Dada into power. Amin’s methods of power consolidation sneered at any consideration of human rights. It was full-blown dictatorship, by whatever metric. Dissidents were forever silenced and their names, bloated from the pages of history. The death toll is estimated at 300,000.

As an individual, he pursued a version of radical nationalism manifest in his expulsion of Asians from Uganda in 1972, a decision which he rationalised (and some argue; qualified) by highlighting what he believed to be Asian exploitation of natives and the country’s resources. Uganda’s economy slumped following his distribution of essential, formerly Asian-owned businesses, to his unenterprising cronies. In contrast, and contrary to the expectations of many, Jomo Kenyatta, when faced with this decision, opted to enable the incorporation of foreigners who were then allowed to acquire citizenship. Through the lens of economic growth alone, with focus on this period, an accordant, rather than divisive route, was the most strategically sound: In Kenya, 9/10 Doctors, Lawyers and Accountants were Indian and 8/10 Architects and engineers, the same. This, to edify the restraint from what would have been classified as an individual’s miscalculation.

It was not long till Amin’s personality rubbed off on his neighbours the wrong way. A war of words ensued between him and Julius Nyerere, a close friend to the overthrown Milton Obote, in which many insults were flung. In 1976, he lay claim to large tracts of land in Kenya and threatened to go to war over them which caused Kenya to implement an economic blockade that suffocated Uganda into abandoning the idea altogether. The relationships between these states greatly suffered and so did East African Airways which became a political gambit. Domestic flights to Uganda and all transit flights through Entebbe were suspended. Also, Kenya laid off 123 Ugandan engineers employed by EAA at Embakasi airport which they purported, was a move to create more jobs for Kenyans.

Also, Ugandan pilots were not allowed to command aircraft while in Kenyan airspace. The signing of a memorandum of understanding in August that year poured cold water on the tensions but this was too little, too late. Uganda had already (in June) created Uganda Airlines which in itself, spoke volumes.

President Idi Amin walks off a Uganda Airlines aircraft

By 1977, political goodwill had long been eroded. In the airline’s dying month there were rows over an exhorbitant imposition of landing fees, warnings sounded and directed towards Kenya, a Kenyan response complaining about a series of systemic frustrations and unfair sums that only she, amongst the other East African nations, was labouring to pay. At the time, local dailies were already declaring the end of EAA. Kenya and Tanzania’s unveiling of Kenya Airways and Air Tanzania respectively, within weeks of each other, while EAA struggled to regain footing and respond to Kenya’s complaint of unfairness, dealt the final blow. East African Airways sputter-coughed weakly, into a curtsey. At the point of liquidation, the airline was $120,000,000 (the equivalent of $538,011,881.19 in 2021) in debt.

The curtain falls on an era
The EAA soared a trajectory in parallel to the Pan-African journey: taking on the runway of need, elevating into agitation, legislation, realisation, participation and then sadly, disintegration.

Right at the time it was decided that the affairs of African Nations would be run for them (not as a benevolent undertaking but one from which colonialists could reap, having exploited lands that possessed virgin opportunity), the wheels of change were set in motion and they stirred up a clamour for self governance, realisation of which was unstoppable.

However, when independence was finally delivered, it remained hard to tell whether the new regime had been aptly prepared to execute or instead, they were strategically dealt the shorter end of the stick. In so much as the ‘founding fathers’ can be held accountable, ‘Ujamaa’ might have failed economically but to a significant degree, Mwalimu Julius Nyerere had succeeded in creating a nation out of a country/state. A feat that few of his compatriots could claim for themselves, in consideration of the tribal fragmentation that had began and continues till today, to plague Kenya (having also played a part in causing the 2007 post-election skirmishes which showed how far back disunity can push economic advancement). The authoritarian regimes imposed by Idi Amin and (in part, by) Milton Obote in Uganda (arguably reminiscent of colonial rule) stripped the citizenry of several essential freedoms. And with so many Elephants going unaddressed, the East Africa Airline would inevitably be the grass to these conflicting forces.

But it must be discussed whether the splits drawn to mark territory had proven too deep (in the mind) to navigate or alternatively, the airline in itself was unavoidably calamitous. Whether its success was thoroughly frustrated or rather, the airline’s failures were a thorough frustration…that had to be dealt away with.

The Late Mwalimu Julius Kambarage Nyerere spoke to this failiure with almost prophetic concision: “Although the spirit of co-operation can be a very effective lubricant for organisational machinery, it is not itself a substitute for machinery. And just as no machine can run without oil, so a bad machine uses up and wastes large quantities of it and still breaks down so frequently that it is finally abandoned.” One can only hope that the ideals we once championed, we do not abandon as we did, East African Airways.

Sourced in part from the academic thesis, “East African Airways: A case study of problems of a transnational aviation enterprise” by Frederick Ochieng-Obbo

by Nelson Rotino

https://airspace-africa.com/2021/08/10/east-african-airways-a-theatre-of-self-the-rise-and-fall-of-a-transnational-airline/

 

[Geza Ulole]