zamim

Nooooo! I am so disappointed. I really wanted to be on their new A380 all the way from SYD to LHR in October. Does anyone know why the A380 flights to SYD have been delayed? Are the 2nd and 3rd A380 deliveries being delayed? They must still be getting the 2nd A380 in July/August, if they're still planning on making the daily KUL-LHR flights by Aug 25. Josh T, 2nd A380 is scheduled for daily LHR, whereas, 3rd A380 is slotted for SYD but the delivery is delayed by 2 months due to hangar slot constraint to rectify the wing crack

Any idea if the plane would be repainted back to MH color? The one with the red cheatline? No. FZA n FZB will remain in FY colour and these aircrafts will be utilised for charter services into China

Shut MAS down. Shut Proton down. Shut KTM down. Shut Government down. What else to shutdown?

Typical press statement which mean nothing much. The crew members are trained to handle these situations, especially on a jumbo with 3 other engines running. I have gone through a few times during my career with less engine running. It is part and parcel of being crew members.

Carry out abnormal checklist ( 1 engine fail is not even an emergency on the 744). 1 Eng failure is not an emergency but if the ENG is shut down due to fire or severe damage, then it is an emergency. The procedure in the check list is different. Can some experts explain why do they need to dump fuel to land safely? can't they just land without an empty fueltank? Crew has to dump fuel to land the aircraft within specific maximum landing weight, otherwise, overweight landing inspection must be carried out. Only in dire emergency such as if engine fire is uncontrollable, then crew is allowed to land as soon as possible even with max takeoff weight. In this instance, the crew had secured the engine since the fire was put out and the emergency has been downgraded to precautionary measures. Jet fuel is very volatile. From such a high altitude, the fuel will probably evaporate before it reaches the ground. Also, fuel dumping is not allowed over populated area and only over the sea if I'm not mistaken. Basically, you are right. Over populated areas, minimum height for fuel dumping is 6000 ft and away from clouds. Fuel will vaporize before it reaches the ground. Usually the crew will dump fuel over the sea

Malaysia placed an order for four A400Ms in December 2005 with a cost of RM3.5 billion, including training and logistics. What is the price of this A400M? If I am not mistaken it's only GBP100M per unit. GBP400m for 4 aircrafts i.e. RM2b only @ RM5.00 to GBP1 exchange rate. Bernam quoted the price at RM3.5b. Who is making the extra commission?

Posted Today, 04:15 PM If memory serves me, there was one occasion when a crew got into trouble for possession of child porn, am I right? What a disgrace. He was fined by Australian court but is still employed by MAS. For this case, he will be terminated. It seemed that he has history.

MH730 MMX returned to the gate due to takeoff warning config. Swapped with MMC

To continue with your comment, actually, KLM is not that happy when MAS decided to join One World. MAS is using KLM traffic right to operate B747, so since MAS cannot fill up the seats might as well downgrade to B777. B777-300ER would suit MAS operations but MAS has none.

By Simon Hradecky, created Sunday, Dec 25th 2011 11:17Z, last updated Sunday, Dec 25th 2011 15:34Z An AMC Airlines McDonnell Douglas MD-83, registration SU-BOZ performing a charter flight from Tabuk (Saudi Arabia) to Quetta (Pakistan) with 74 passengers, diverted to Karachi when the crew could not extend the nose gear prior to landing in Quetta. Following further troubleshooting, which could not release the nose gear, and two low approaches the crew finally performed a nose gear up landing on Karachi's runway 25L and brought the aircraft to a stand still on the runway at about 10:00L (05:00Z). No injuries occurred, the aircraft remained disabled on the runway. Radar data suggest one of the low approaches was continued to a main gear touchdown in the hope to shake the nose gear free. The runway was closed for about 5.5 hours until the aircraft was moved off the runway. Relevant NOTAM: A0941/11 - RWY 25L/07R BLOCKED DUE DISABLE ACFT. 25 DEC 05:05 2011 UNTIL 25 DEC 23:59 2011 ESTIMATED. CREATED: 25 DEC 06:30 2011

1. PEN airport can accept MLDW (max landing weight) even for B747 2. Any aircraft can land on it's MTOW (max takeoff weight) in emergency. It is called overweight landing and a special inspection is required. It is always preferable if the crew could jettison or dump the fuel first to max landing weight 3. Based on 3300m runway, PEN can accept MTOW provided temperature is low.

Most probably Air Asia will ask MAS to provide the services since MAS is renovating the call centre in SZB and would be ready soon.

Nothing new. We have heard it before. AJ and Danny talked about RASK and CASK, sound familiar. In fact both of them were whacked by Unions n Assocs reps at the first session and then they had to excuse themselves to meet the other staff. Q n A for staff lasted only for 20 mins. Off again to meet MOT You had seen it before. MAS is xxxxxxx

There was another long delay in when MPD (yes MPD again, 3rd time) had a flap damage.Your replacement VP and appointed SM are at lost when dealing with the delays. When suggested for a rescue aircraft,both Charter and Tabung Haji rejected.Total delay for 2nd incident was more than 60 hrs. Anyway, Your lady Controller had left and joined another dept in KLIA.

JED-KCH-KUL-JED sectors operated by MPQ. MPD initially was delayed due to lower rudder ratio defect and JED-PEN was delayed by 24 hrs. But ex JED, crew experienced eng problem - eng flamed out on initial climb but crew managed to relight and continued to PEN. Rectification in PEN took very long time due to fuel leaks from various parts.. MPD finally took off more than 60 hrs later

SQ is going big on B777-300. In fact all other major aperators TG, CX And EK are getting B777-300. What about MAS/MH? MAS management is still clueless what to do.

It was weak leadership in MAS resulted in FireFly to leased older B734 than it's own. MAS management failed to impose on it's subsidiary to take these B734s.

Not all Unions and Assocs agreed to picket (threatening and action are 2 different things). Do we need Unions/Assocs? In MAS, it is not the Unions/Assocs that causing the problem but it is the Human Capital dept that not sensitive and honoring the terms and conditions as agreed in the CA.

It seemed that MAS new management, the so called the "EXCO" are not listening to MAS employees. They think they are doing the right thing at MAS employees expense. The employees believe that Tony is dictating terms and Tan Sri Md Noor and Danny are just seat warmers. Can MAS new CEO which will be announced this week who has no knowledge about airline business compete with Tony?

MH608 MXE had an RTC due to speed brake lt remained on.

MAS 734s commanders had logged enough hours on 734s as first officers and then as first officers on wide body aircrafts before being promoted as commanders. So their experience level is high. I believe Radzi will agree with me

Is it safe to fly in MAS aging B734s?. Or is it safe to fly with Air Asia's brand new A320s but inexperience pilots?

In MAS, aircraft engineers are divided. Some are members of MASEU, some are in MESA and some in MASMA