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Mohd. Afiq A.

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Everything posted by Mohd. Afiq A.

  1. When an engine fails at TOC, you would definitely need to descend to a lower level, so your next consideration is fuel. I highly doubt they would have made it to HKG with the fuel they carried onboard, unless it was an ETOPS flight. And that too we were trained to divert to the nearest suitable alternate if we have an engine failure, unless they were very close by to HKG when the incident happened. Waiting for more news tho.
  2. Few years ago, MH was not financially healthy. There's alot to consider ie crew training, maintenance equipments. Why spend extra when you already have the basic needs for the type of aircraft? Yes I must agree the 787's and the 350's are awesome in all aspect. Aircraft are not cars. They spend millions buying them, so of course we could expect airlines to max their life span. With proper maintenance it shouldn't be a problem. Like I said earlier and I'll say again, most passengers don't care what aircraft as long as it has IFE, comfy seats, good service. Business pax go onboard and they sleep, most will have their makan at the golden lounge. Just my 2 cents...
  3. Atleast it's better than the current 330's no?? If they were to order the 350's or the 787's now, the delivery date would be ages from today. Well, a new aircraft is a new aircraft and for most season travelers all they care about is the IFE, seats, service etc. How and with what they do it, they don't care. And yes, well said Gavin. The LCD cockpit, IGW are all improvements.
  4. The Delta 752 (Northwest callsign) left yesterday morning. I was on the way to PEK when she departed ahead of me. Destination Narita, anybody got her??
  5. I don't think it's common. With the right technique and procedures applied, it shouldn't really be a problem. But there are things that we have no control off, such as windshear/local environment that could lead to a tailstrike. Nevertheless, pilots would do their very best to avoid all of these unwanted things from happening.
  6. If the pitot tube was all iced up, it's going to be really hard to fly. Both PFD's giving different readings, I would assume speed well below stalling speed. Then all the warnings will come on, then the autopilot and autothurst would trip. Think about it, flying with these failures, at night and in turbulent condition, it's not going to be easy. Will definitely get disorientated easily. To ground all long range airbus? hmph....
  7. I'm guessing it was proven that icing doesn't occurs at that altitude. But apparently after this incident, goes to show that even at high altitudes, icing is still there. So, it's not really a business game or a tombstone mentality. Things happens, and like what Tony said, we do not live in a perfect world.
  8. Dante, if only KPI this year can cash out. Hahaha mana ada saham naik Ian, last I check went down Fendy, 24th or 26th??
  9. Hehe yeap that Afiq is actually me. The Capt and I, we're both rated on the A330. At that moment only the T7 sim was available, so pictures were taken in there. Mr. Zulhaimi is actually someone from the HR department and yes Min Chun, I am that Afiq on your MSN.
  10. Ah, now it makes sense. It's you in the article!
  11. My friend graduated from there about a year ago. He said some of his lecturers were NASA engineers. He has lots of interesting stories from there. All the best!
  12. Many systems in the aircraft are designed that way, it's the same for Airbus too. When AP2 is selected and we select Dual channel for approach, it swaps to AP1 automatically, and thus will take the readings based on Capt's instruments. Not really a design failure if you ask me, more like a safety reason. In this case, it was just so unfortunate this happened. Maybe the Capt was teaching the F/O things on approach, and was not monitoring the instruments. It's always and definitely easier to say things from our point of view. But if we're in their shoes, it would be a different story. Just my two cents Btw, if RA 1 is giving erroneous reading and it's a defect that has been deferred, would the procedure call for them not to use dual channel on approach? I can't quite remember myself. Maybe Capt Radzi could clarify this. Ashmil, METAR decoded for you EHAM=airport identifier, 25=date of issue, 1025Z=time the METAR is issued UTC time, 220 =wind direction, 11KT=wind speed in Knots. 3500=visibility in meters. -DZ=slight drizzle BR=Mist. OVC007=Overcast clouds at 700feet. 05/04=Temperature is 5 degrees Celsius and the dew point is 4 degrees Celsius. Q1027=QNH 1027. TEMPO 2500=Temporary change of visibility to 2500 meters
  13. If I'm not mistaken it's something to do with the winter/summer pattern
  14. I don't think it's allowed by any governing body to actually allow a commercial flight (revenue flight) to commence without any cabin crew. According to the MCAR minimum is 1 cabin crew per door onboard. In this case it should be 8, the absolute minimum. Owh to operate 2 short and 1 longgg sector, I think it's abit too much/tiring. Just my 2 cents
  15. I think they've started it. Just came back from KUL/BKI/KUL shuttle yesterday and all the meals EX-KUL were served with satay.
  16. The radar detects water droplets in clouds, thus painting the weather radar with green/yellow/red/magenta colors. Magenta being the most intense and should be avoided at all cost. We can detect how much weather is ahead by tilting the weather radar accordingly. In thick clouds, especially the Cumulonimbus type (storm clouds) has lots of unstable air inside causing updrafts and downdrafts. It'll be very uncomfortable/dangerous and that's why we avoid these clouds. Even when flying near jet streams or near mountainous area would sometimes cause turbulence. If you're flying into KLIA on an afternoon flight during the approach you would probably notice more "bumps" then any other time of the day. And if you're coming in from the east, when you're descending just before Seremban area you would sometimes experience mountain waves.
  17. We try to avoid clouds but sometimes there's no other way around you just have to fly thru it. All we do is find for the least amount of return on the weather radar and fly thru the gaps. As for clear air turbulence, nothing much we could do but to put the seat belts sign on wait for it to finish. So turbulence is a fairly normal event. True, it actually does help me to sleep. But not when I'm at the controls. I just wish and pray hard for everything to be over and done with ASAP. Hate watching the speed trend going up and down especially when you're at a high level, and in RVSM.
  18. Hahahahahaha as oppose to WB?? Good 1 capt Beautiful MLA!
  19. Mohd. Afiq A.


    Capt, bus is a nice fleet (considering you get to come home almost every other day!!) On average you'll get about 2 to 4 night stops a month, not that many daily flights also. The best is definitely no more multiple sectors (2 to 3 sectors a day max, and the 3 sectors is always once in a blue moon) Lately the roster has been pretty loose. A wonderful aircraft to fly provided there's no turbulence. I would suggest for you to bid for the airbus
  20. Think it's the lease aircraft. Prob Capt Radzi could confirm it.
  21. No 330-300 equipped with PTV's. Only the 200 series. The 300 series only have those drop down screens every few rows.
  22. Hehe Keith, that's a good one Watch her flare on landing, absolute beauty, like an eagle pouncing on her prey Anyway, if I'm not mistaken the 330's are meant to service the orient routes right?
  23. 123.75 for the southern sector, approaching abeam VKL it's 132.8
  24. No more Australia run's for Airbus?? Bad for the Airbus guys... Dante, Ian, move on to next fleet?? Don't think customers would like it at all if it really happens. 5 hours flight on a single aisle narrow body is not going to please anyone. Not to mention if the NG's comes without the PTV's. Looks like we would have to wait and see
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