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Mohd Suhaimi Fariz

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  1. Technically that's the case. Not sure if the airline can still list on Kiwi.com & ask them to stop listing on AirAsia's site. From the looks of things they only sell tickets to select routes - AKL, BCN, DOH, DXB IST, LHR & MAD. Funny thing is you can actually buy MH flights to LHR!
  2. I don't think the airline has any say if they are okay with listing on Kiwi.com. In any case, the airlines still wins because they get extra revenue from an additional marketing channel.
  3. The charges are a bit convoluted compared to MY. https://www.caat.or.th/en/archives/25480 http://aip.dca.gov.my/aip pdf/GEN/GEN 4/GEN 4.2/Air Navigation Service Charges.pdf
  4. Najib never said FAA audit. He was referring to the ICAO audit - which is basically the standard to which the FAA IASA is following. It will. Took them long enough to form a task force. https://www.theborneopost.com/2019/11/18/task-force-formed-to-oversee-caam-corrective-measures/
  5. Because the remit of ensuring air safety should be separate from the act of promoting aviation in the country. There may be conflicts of interest there. Rather than combining them, make their roles clearer, in that MAVCOM should focus on the front end portion - that is, airlines, passengers & airports, while CAAM focuses on safety, regulations & navigation systems.
  6. What's more important is the fact that they were able to rectify the situation quickly so that didn't happen. Why not now?
  7. Not going to work that way. Pretty sure that someone (and you know who that someone is) is going to argue that now that MAVCOM is under CAAM, they should cut the tax, which undoubtedly will happen to curry favour with the voters, and thus CAAM ends up with less funding & more to do.
  8. The problem with this is that the technically minded won't want to join the government because of less than lucrative pay. Why would they, when they can join the private sector & earn so much more. On another note, maybe this strengthens the case for MAVCOM's existence, given how the FAA IASA program focuses only on the safety aspect of things.
  9. No new codeshares. Existing codeshares will remain. As for standards, the FAA uses ICAO standards actually. To say that this is a slap in the face would be an understatement. If this had happened in 2014, then it would have been understandable, even if it's not forgivable. What happened in the intervening years that led to this?
  10. What's going on? https://www.thestar.com.my/business/business-news/2019/11/11/us-aviation-authority-downgrades-malaysia039s-air-safety-rating-say-sources
  11. Have you been to the MTB lately? The aircon no longer cools down the building effectively & cosmetic-wise the terminal looks to have worn down so much. The only problem with klia2 is the number of people in the terminal, but other than that it's still a more comfortable place to be in, especially if you're stranded for 6 hours because the airline in question didn't feel fit to inform you that they've canceled their flight.
  12. They don't need it, but the passengers surely do. Not really. Only those who are in TF's reality distortion field think it's new.
  13. I don't think it's any different than before to be honest. The only difference is that now we have the internet allowing reports to be made of things like these constantly. In the old days, it will only be reported in specialist magazines like Flight International.
  14. "Is it fair to get LCC passengers, who not only are unable to enjoy these expensive facilities at KLIA but forced to put up with inhospitable conditions at klia2, to pay the same passenger service charge (PSC) rates?" he asked." Yes Bo, it's fair. Why? Because KLIA passengers had to subsidize klia2 passengers prior to this even though the MTB is worse for wear. And enough with the inhospitable conditions at klia2. Compared to the shack at LCCT, it's a palace. And compared to the MTB, it's still more comfortable.
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