flee

Airasia Super App has become a parasite app. Looks like they are trying to sell other airline tickets because they are not able to mount their own services.

That is why we ask - the info is a rehash of the Avolon PR and I am not sure if that MoU has been formalised. The Airbus order and delivery spreadsheet does not reflect the situation. So....

I think they are also using the A332s (saw one heading to HKG the other day) - pre Covid, they did operate them to those destinations. They are also using A359s to Japan and Australia off and on.

I think MH won't be that worse off by extending their A333 leases if they can't get new aircraft in a timely manner. They just need to refurbish the cabins to bring them in line with the new A339 and A359 cabins. With the lower lease rates of A333s and still competitive fuel burn for shorter sectors, MH can make a decent economic case for retaining some of their newer and lower cycle A333s.

Maybe they are eyeing the Aeroflot slots - probably better as the planes are not built yet. With the situation as it is now, I doubt any new build western aircraft will head to Russia for a long time to come.

I am not sure - MAG usually make announcements about orders that are MoUs, not firm orders. They take a long time to firm up the order. Does anyone know if the MoU for the A339s have been firmed up?

Wasn't the SZB cargo terminal supposed to close a long time ago? They should move all the cargo operations to KUL.

They are still operating out of SZB - e.g. this morning, their usual morning flight from SZB-CGK. A quick look at FR24 records show that they ferry the aircraft from SZB to load them up at KUL. The aircraft fly in and out of both SZB and KUL at the moment.

Raya Airways has been slowly moving to KUL. They now have a fourth B767-200 freighter. https://www.planespotters.net/airframe/boeing-767-200-9m-rxd-raya-airways/eyl113

Is it so difficult for MoT to understand that the ATRs operate a lot of cycles, being short haul aircraft? The airframe cannot last very long as the cycles run out.

Well environmentalists failed to move heavy industry to greener technologies. They are now targetting aviation hard and ICAO and IATA are buckling to their propaganda. Even if all aviation were to cease today, it will only save 2.5% of total carbon emissions. As you rightly pointed out, there are so many other measures the heavy polluters could take but are not doing so. Aviation is a high profile industry and to score a victory here is good publicity for environmentalists.

It will be interesting to see what MASWings will become after FY has taken over in Borneo. Will it only operate RAS flights?

Somehow, I think management has still to decide what kind of airline they are. Are they going to the LCC, FSC or hybrid? I think once they have decided, the planes will be painted accordingly and the cabins may also be reconfigured.

I have not looked at the financials of MAHB for a long time. But are they still an oil palm plantation operator? If so, they should have some income derived from their oil palm estates.

I think that currently, many European carriers are closer to being LCCs that premium airlines! So MAG's bar is not very high! Yes, those YN flights used to be operated between midnight and 6 am. I suppose they are cheaper because it helps to increase aircraft utilisation.

MAG to transfer Intra-Borneo services from Malaysia Airlines to Firefly https://www.malaymail.com/news/malaysia/2023/04/12/mag-to-transfer-intra-borneo-services-from-malaysia-airlines-to-firefly/64371

Yes, HR also needs to be run on a competitive and commercial basis. That is why MAG really needs a comprehensive structural review and restructuring. Aviation is a global business and there is global competition. The Malaysian government, regulatory bodies and those companies involved in the business should know that!

I remember one of Changi Airport's managers say that they usually plan to improve the airport in anticipation of demand so that pax do not get the feeling that it is congested. I guess MAHB is like any Malaysian GLC - they only move when kicked. Kaizen is not in their DNA. PSC should be reviewed as and when necessary - many airports even collect extra for building runways and terminals in addition to the PSC. Some governments even levy duties (e.g. APD in the UK)! So why can't MAHB add a "aerotrain and baggage handling replacement" fee? The IT and aerotrain issues show that MAHB management has been sleeping all these years - these failures can be easily predicted as maintenance/replacement was not properly managed. MAHB should wake up and be more competitive and competent at airport management.

On a broader point, I am not an advocate of government protection and permanent subsidies - subsidies distort markets and it is unfair competition. Government protection for fledgeling companies is OK but there should be a time limit for this protection. Temporary subsidies are OK to cushion shocks but permanent subsidies and government protection will result in rather uncompetitive entities remaining in business. Generally, tongkats are not good for the country. IIRC, MH used to be a listed company in Bursa Malaysia - by doing that, it signals that it is a for profit business. It failed miserably and was then delisted. If MH declares itself to be a premium airline, most customers will have certain expectations. I am not sure that MH is able to fulfil those expectations for the time being. I think with MH, there are so many low hanging fruits for it to harvest but those involved are not too bothered with doing it. Its existence is not threatened and its staff largely behave like civil servants. Lately Khazanah are beginning to sign less blank cheques for it. The management and staff need to be aware that the airline must be properly run - there was considerable pushback on this by them when expatriate CEOs were appointed. In many ways, MH is like Proton - it is a spoilt brat of a GLC that is still protected. I doubt that MH can change much if it is still structurally as it is. Khazanah is no longer promising multi billion cash injections as it now sees the light. Perhaps, we need a Malaysian version of ITA - MH needs to be closed down and a new airline should rise from its ashes with a dynamic and forward looking management. Finally we need to remember that MH (together with SQ) began its recent history (in Oct 1972) relatively well. It only lost its sense of direction in the 1990s when government politicians began to seriously "take an interest" in it. So I think it would take political will to turn it into a successful premium airline again.

I think that post-pandemic, all the airlines are weakened. We now have three major airlines and one up and coming one. I think that in the next year or two, there will be some interesting developments. At the end of the day, we might end up with two majors.

Yes, it doesn't translate like that - cost savings usually mean something else. Perhaps it is lower govt. borrowing or saving some subsidy or other. But it does not usually result in more hospitals and schools. Malaysians are also a funny bunch when criticising people who bring up issues on the cost of living - we always compare about how much it costs but seldom look at the other side of the equation, i.e. what is the income of the people who have to bear those costs. Bosses/employers only look at squeezing employee's salaries and wages. That is why we still have the low pay in this country and why the capable and talented Malaysians are easily tempted by job offers from abroad. So in some ways, the moaning is the result of stunted income growth. Well, MH is not a premium airline and it does not need to pretend to be one. J only needs to be competitive without being extravagant.

Well, it depends on how desperate an airline is to procure the aircraft - lessors may have unplaced A359 slots that can be converted to A35K. Anyway, that is academic now as everything is still in hush hush discussions. A333 parts should be OK due to the large numbers of aircraft in service as well as an expanding freighter fleet. Support should still be there in 20 years, just like support for A300s is still available. However I am not sure about the situation with PW engines.

Yeah, the supply chain is in a terrible state and Airbus and Boeing will both deliver fewer aircraft in Q1. Not a good trend as it means costs will all go UP! I don't hold much hope for new seats for the A330Neos because we keep seeing new products that are less comfortable than old ones. The new products are meant to improve profitability for the airlines, less important is pax comfort! A350 deliveries are also behind schedule - MH had better hurry up if it wants to secure something favourable! OTH, it may be worthwhile for MH to consider a small subfleet of A350-1000s to cater for peak period demand on some of their routes.

9M-LFC looks like an ex D7 frame that OD can use immediately without any cabin mods. https://www.planespotters.net/airframe/airbus-a330-300-9m-lfc-batik-air-malaysia/r1ml4d

I think it is precisely for commercial reasons. Airlines operating out of KUL (MH included) have found yields to be low. That is why they cannot justify coming to KUL. The pax are there, but they are mostly non premium paying pax. I think one of the reasons why MH partnered JL is so that it can try to tap in to some premium paying pax from Japan!