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

[Izia maji]

Katika kitu namsifu Magufuli ni kununua hizo ndege cash. Angechukua kwa kukopeshwa Leo mngetukana matusi yote kuwa kaondoka kaiacha nchi na madeni ya ndege. Ni Kama alijua vile

Huko alikonunua yaani kwa manufacturer alilipa cash lakini huku alikochukua fedha yaani benki ni mkopo hivyo deni lipo pale pale!

 

[Makanyaga]

Kombora la Bashiru! Limetoa nyoka mapangoni. Hauoni matamko na ziara vimefumuka upya?

Wenye makombora inabidi wawe waangalifu tu kwamba Rais aliyepo madarakani sasa hivi hakutokana na uchaguzi; aliwekwa na Mungu baada ya yule aliyetokana na uchaguzi kuwa mmekataa. Mlipomkataa wenu mliyekuwa mmemchagua, Mungu alisikia malalmiko yenu akaamua aweke wa kwake yeye. Huyu sasa inabidi muwe waangalifu sana namna mnavyoenenda naye kwa sababu si nyie mliyemuweka, aliwekwa na Mungu ila kwa kuzingatia Katiba yenu. kwa hiyo kama kuna kitu mlishiriki, basi ni kwenye upande wa Katiba yenu tu kwamba Mungu aliamua kuifuata

Kikubwa ninachotaka kusema hapa ni kwamba Rais aliyepo madarakani hakutokana na uchaguzi bali "state of emergence". Sasa huwezi ukajua kama hiyo "state of emergence". ilishakuwa declared kuwa imeisha au bado ipo, wenye nchi ndiyo wanaojua hiilo

Maana unaweza ukawa unacheza na makombora halafu kumbe nchi bado iko kwenye "state of emergence" huku wewe ukiwa hauna taarifa. Hata hivyo Dr Bashiru ni mwanasiasa; achana na wanasiasa, esppecially kwenye nyakati hizi tunazoelekea elekea kwenye uchaguzi mwingine

 

[The Monk]

Wenye makombora inabidi wawe waangalifu tu kwamba Rais aliyepo madarakani sasa hivi hakutokana na uchaguzi; aliwekwa na Mungu baada ya yule aliyetokana na uchaguzi kuwa mmekataa. Mlipomkataa wenu mliyekuwa mmemchagua, Mungu alisikia malalmiko yenu akaamua aweke wa kwake yeye. Huyu sasa inabidi muwe waangalifu sana namna mnavyoenenda naye kwa sababu si nyie mliyemuweka, aliwekwa na Mungu ila kwa kuzingatia Katiba yenu. kwa hiyo kama kuna kitu mlishiriki, basi ni kwenye upande wa Katiba yenu tu kwamba Mungu aliamua kuifuata

Kikubwa ninachotaka kusema hapa ni kwamba Rais aliyepo madarakani hakutokana na uchaguzi bali "state of emergence". Sasa huwezi ukajua kama hiyo "state of emergence". ilishakuwa declared kuwa imeisha au bado ipo, wenye nchi ndiyo wanaojua hiilo

Maana unaweza ukawa unacheza na makombora halafu kumbe nchi bado iko kwenye "state of emergence" huku wewe ukiwa hauna taarifa. Hata hivyo Dr Bashiru ni mwanasiasa; achana na wanasiasa, esppecially kwenye nyakati hizi tunazoelekea elekea kwenye uchaguzi mwingine

Hatuwezi kuachana na siasa, si umeona hapa tunajadili Airbus A220 lakini tumeibukia kwenye siasa?

 

[Goodvision]

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

Sa itakuwaje njiwa wetu!!

 

[Ngulyatimbaya]

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

Sasa wameziground bila kumtaarifu manufacturer? Wamwambie sasa!

 

[Pascal Mayalla]

Duuh! Yaani mnunuzi wa hizi ndege kwa cash ni juha na mjinga!

No sio juha au mjinga, kwasababu hajui!. Wanaojua wapo, walipaswa wamsaidie!.
P

 

[Nangu Nyau]

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.

inamaana hao ATCL hawakuwa na plan yakujua lini watafikia hizo flight hours ili kuwaweka tayari watalaam, vifaa, fund nk ili kupunguza hiyo downtime.

Kama walikuwa wanajua kuna flight hours ikifika basi tunapaswa kufanya maintenance ya engine kwa nini hawakuingia kwenye service exchange program na kuwa na standby engines tayari Tanzania ambapo time ikifika inapigwa remova, install and test chap na kuresume operation with minimum dowmtime?

 

[Izia maji]

No sio juha au mjinga, kwasababu hajui!. Wanaojua wapo, walipaswa wamsaidie!.
P

Unadhani ingewezekana kumshauri kwa namna alivyokuwa anajiamini?

 

[Nangu Nyau]

Manufacturer ndio ameshauri zipark dunia nzima kwa sababu amegundua kuna tatizo la kiufundi ambayo ni fault ya manufacturer mwenyewe?. kama hivi basi manufacturer kwa utaratibu anacover maintenance and repair cost yote mpaka kumaliza tatizo.
ATCL wanaweza kufile claim kwa manufacturer kufidia hasara kipindi chote cha breakdown otherwise manufacturer atafute namna ya kufidia hasara hata kwa kuleta airbus za kukodi during maintenance period.

 

[Nangu Nyau]

Kama ni manufacturer recommendation kila inapofika flight hours fulani kufanyike repair na maintenance fulani basi ni uzembe wa ATCL kutofanya proper maintenance schedule wa fleet zao.

 

[King Kong III]

Inasikitisha Sana.

 

[Countrywide]

Huko alikonunua yaani kwa manufacturer alilipa cash lakini huku alikochukua fedha yaani benki ni mkopo hivyo deni lipo pale pale!

Sii kila kinachonunuliwa kimechukuliwa mkopo. Sasa tumelipia ndege 5 zingine na hakuna mkopo uliochukuliwa ili kununua hizo ndege.

Nb: mikopo inachukuliwa, Ila sio kweye kila kitu

 

[Bujibuji Simba Nyamaume]

Tulisema hayo mandege ni chakavu na ni mzigo kwa taifa, mkatubishia

 

[Pascal Mayalla]

Manufacturer ndio ameshauri zipark dunia nzima kwa sababu amegundua kuna tatizo la kiufundi ambayo ni fault ya manufacturer mwenyewe?. kama hivi basi manufacturer kwa utaratibu anacover maintenance and repair cost yote mpaka kumaliza tatizo.
ATCL wanaweza kufile claim kwa manufacturer kufidia hasara kipindi chote cha breakdown otherwise manufacturer atafute namna ya kufidia hasara hata kwa kuleta airbus za kukodi during maintenance period.

Kuna kitu kinaitwa limited liability, manufacture analipia cost ya fault only, not time, or bussiness uliyopoteza. Na hata ndege ikipata ajali, fidia ni limited kwa $100,000 kwa abiria aliyekufa na mizigo miwili ya cock pit each $100 x 2 jumla $ 200
na mzigo mmoja wa hand luggage $ 50 hivyo total fidia ni $100,250, hata aliyekufa ni bilionea Bill Gates na mzigo wake ulikuwa na diamonds za billions!.
P

 

[Rabbon]

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

Hujuma.

 

[Execute]

Ukinunua kwa cash, likitokea la kutokea, utajibeba!, hivyo ule ujinga wa kununua midege sokoni kama unanunua nazi, unai cost ATC na kutu cost Watanzania kwa ujuha tuu!.

Kwa kifupi paskali sasa umetamka wazi kama ambavyo tumetamka sana kwamba Magufuli alikuwa mfalme juha.

 

[nyamwingi]

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

Zito aliwahi sikika kuwa ndege zilikuwa za mtumba[emoji1787][emoji1787][emoji1787]

 

[Village-in]

Hili lilijulikana mapema kabisa kwamba hili shirika linaenda kufa,hasa baada ya mnunuzi wa hiyo mindege kufariki.

Binafsi namkubali sana Magu kwa mambo mengi ya maendeleo. Nilipingana nae kwenye kulifufua hili shirika kwa ununuzi wa hiyo mindege. Ona sasa sidhani hata kama kuna faida yoyote imepatikana badala ya hasara. Akachukiza kwa kuliua shirika la ndege la wanyonge FAST JET. Tuombe sasa hili shirika la ndege la Fast jet liombe kibali haraka,iwe mbadala wa ATC. Hata hayo mandege wayakope wayarekebishe

Na hapo ujue upo uwezekano mkubwa wa mafisadi kuingilia na kuitafuna shirika,hasa ksbb kwa sasa hakuna msimamizi kwenye mashirika mengi aliyoyasimamia vizuri Magu. Yanafunwa hatari na mchwa kwa sasa. Mama hana habari.

 

[Nangu Nyau]

Kuna kitu kinaitwa limited liability, manufacture analipia cost ya fault only, not time, or bussiness uliyopoteza. Na hata ndege ikipata ajali, fidia ni limited kwa $100,000 kwa abiria aliyekufa na mizigo miwili ya cock pit each $100 x 2 jumla $ 200
na mzigo mmoja wa hand luggage $ 50 hivyo total fidia ni $100,250, hata aliyekufa ni bilionea Bill Gates na mzigo wake ulikuwa na diamonds za billions!.
P

kama contract wakati wa purchasing inazungumzia limited liability incase of manufacturer fault/error sina tatizo hapo.

Lakini kuna warrant policy sidhani kama nayenyewe itasimama hapo kwenye limited liability inapotokea manufacturer error within warrant time ( sina uhakika kama hizi airbus zimemaliza warrant au hapana).

USHAURI: ATCL wanapaswa kuwa na service exchange contract na manufacturer wa hizi engine pamoja na airbus incase wanashida kama hizi maana wamemonopolize airline business Tanzania na wanapopata hizi breakdown hali inakuwa worse kwa wasafiri.

Unapokuwa na service exchange programs maana yake unaweza kupewa engine ukaswap haraka uendelee na operations wakati engine iliyotolewa inakwenda kwenye repair na huo muda wa repair wewe unakuwa kazini ( hapa tunapunguza downtime ya ndege na kuwa stable kwenye operation).

 

[Glenn]

Mara ngapi?, kwani kafara ile haijatosha?, au hujui kuwa ni kafara?.
P

Hahaha acha ninyamaze tu