Arthur Van Straten

Aah, now the topic gets sexy. "Meanwhile, MAS issued a statement on the Bursa Malaysia website with an announcement that it will submit "a written representation” and indicate if it “intends to make an oral representation to the Competition Commission no later than 18 October 2013”. “MAS is reviewing the proposed decision in consultation with legal counsel,” said the statement." And of course the other one, “AirAsia intends to vigorously defend the allegations that it has infringed section 4(2) ( of the Competitions Act under the collaboration it entered with MAS in August 2011,” said the statement. The firm also claimed that it had been aboveboard in its dealings and would submit its defence within the 30 days given by the commission. “AirAsia has always put compliance as our utmost priority and similarly we have taken necessary steps to ensure that the collaboration arrangement was in compliance with applicable law in every respect.” So, you see, nobody did anything wrong and MyCC can take a hike. My initial questions still remain, 1. can MyCC enforce their findings and 2. if so, wher does the money go when they collect? The plot thickens. Cheers Art

Thats interesting. Honestly, i did not had thought that they, MyCC would come up with something. Do they have instruments to enforce collecting the fine ? Can the airlines appeal? What happens with the money when indeed they collect the fine? Thanks. Cheers Art

I am at a loss here. Is it really so that someone indeed had a cunning plan to buy Transmile, which has collossal debts? And than did find willing partners to go out of pocket for RM 40 million ? The mind boggles. My first reaction was , when i read that article, someone has won the lottery and has no idea what to do with the money. But, then i read it again and again, and than it struck me. I was wrong. Way off the mark. Because, the article said, and i quote : "They said that discussions with Ishak was made in the presence of company director and shareholder Aizul Rohan Anuar and his brother Amrul Nizar Anuar who has experience in aviation industry. (the underlining is by me). You see, i had to eat humble pie, got my hat and umbrella and left the building silently, because i have no idea what i am talking about. Luckely there are still wise entrepeneurs in Malaysia who will show us the way forward in putting Malaysia on the world aviation map. Cheers Art (hat, umbrella, and sneaking out)

@ flee, thanks for the CAPA link. Interesting reading. And, very interesting to watch how this all will pan out in Asia. I have to make one observation though, related to your post 756 on this topic. Although Malindo has a Malaysian AOC, that does not automaticaly give them a free Pass to Europe. I have it on good authority that the nice people in Brussels, whom decide which airline can fly to Europe and which can not, are very well aware of the intercompany relationships between Lion Air, Malindo and Batik air. I would certainly not put my money on the presumption that Malindo or Batik can fly to Europe in the foreseeable future. Just my 2 ringgit. Cheers Art

Although at the risk of hamsterwheeling on this topic, i like to add. The difference between a VOR-DME approach and an ILS approach is not life threatening. The difference is a higher Missed Approach Point at the first one where you have to go missed when not visual with the runway. With the weather situation in Malaysia this can mean that sometimes approaches can not be conducted, diverts have to be made or holding till the weather improves. In these instances, the fare paying public has not been served a quality product by this particular airport. Not to worry so much on the pilots conducting the VOR-DME. This NavAid is lined up in front of the runway and the procedure should be a piece of cake. As Capt. Radzi says, if your flightdeck has playstations, and you know how to use them, you can even have the cake and eat it too. That whomever was resonsible for the present situation has made a mess out of things i agree. If this is called Boleh, then i disagree, i call it Haram. Cheers Art

Aha, the FAA has spoken. Close, but no cigar. I am more with the Flight Safety Foundation take on it. And as i mentioned on post #5 on this topic, if you accept quality decline on aircrew, then also accept, mandatory availability of adequate landing guidance systems on all airports. You can not be half pregnant. As Capt. Radzi has said correctly, if you use the automation features the aircraft manufacturer has put into your flightdeck, than you must have the knowledge to use them properly. And, if those playstation features do not what you want them to do, switch them off, left hand on yoke, right hand on throttle and look outside in front of you. Its an aircraft, not a flying saucer. If you can not handle these both types of approaches, then you are not a qualified pilot and the regulators who have issued such licenses nevertheless are equily guilty if a mishap occurs because of such flaws in airmanship. This has nothing to do with being old hag or young hag, It is fundamental. As to further illustrate why i am not going with the FAA recomendation on foreign pilots, as i also not differentiate between old hags and young hags, here is a story in closing. Years ago, when this old hag was still earning his salary by crisscrossing the world in a big aluminium tube, it was on one of these seldom days that the weather and visibility at Dubai were such that you could see more than a hundred miles around you. If you know Dubai, it is seldom. So, there we where, all lined up by ATC on that fine morning on a left hand for 12R. The procedure that time called for a lot of track miles over the sea and than intercept the ILS. I think i was #6 in sequence when the #1 in sequence, an EK T7 recognised the opportunity and asked ATC for a visual. It was granted and we all, far far out could see it. Down he went on a left bank and rolled level about 3 miles out. Landed as it should be done. #2 in sequence saw that and reuested a visual, a Thai 747. Same thing, descending left turn, roll out 3 miles final and landed as it should be done. The #3 was a well known Western European Legacy operator with a T7 and ATC asked him if he wanted the visual as well. From the tone of his voice we all heard that he was not really comfortable with it but accepted it anyway. There he went, left descending turn but ended up far way out and overshoot the extended centerline. We all looked on in disbelief. He could not hack it and made the only right decision. He did go around. That was it for ATC. The rest of us had to do the full procedure and no more visuals were allowed. I hope you do see the point i am trying to make. Cheers Art

@ flee. Them analysts you refer to, they were from CIMB i presume? If not, i like to read about it, you have any link to share with me? I have also asked my analysts from the International Bank of Timbuktu what their take was on Malindo. They said, " well, if the oil price goes low and the flying public likes them instead of the Red Brigade, and, they do not throw aircraft away and keep their prices very low and can maintain a hundred percent on time departure and their catering is top notch and their IFE is the best in Asia and the Ringgit remains strong against the USD, then yes, their future is bright." You see flee, one sometimes wonders how banks recruit their analysts. In depth knowledge on aviation matters is not required, as it seems. With best regards A.v.S.

Aaahh, rent seeking. For the benefit of the not so well informed on the meening of this, here: "A simple definition of rent seeking is spending resources in order to gain by increasing one's share of existing wealth, instead of trying to create wealth. The net effect of rent-seeking is to reduce total social wealth, because resources are spent and no new wealth is created. In a theoretical context, it is important to distinguish rent-seeking from profit-seeking. Profit-seeking in this sense is the creation of wealth, while rent-seeking is the use of social institutions such as the power of government to redistribute wealth among different groups without creating new wealth. In a practical context, income obtained through rent-seeking may of course contribute to profits in the standard, accounting sense of the word. Rent-seeking implies extraction of uncompensated value from others without making any contribution to productivity. The origin of the term refers to gaining control of land or other natural resources. An example of rent-seeking in a modern economy is political lobbying for government benefits or subsidies, or to impose regulations on competitors, in order to increase market share". Wikipedia And the plot thickens. Cheers A.v.S.

Good evening. It is not my intention to step on to Capt. Radzi's transmission when it comes , but i give you my perception here in a nutshell. @ Hakan, NO. there is no such thing. This particular crew came in low, were alerted by ATC, did the right thging and went missed. Now, to the question of why they cam in low, that is difficultt to say if you where not in the cockpit at that particular time. I got this little gem from PPrune this afternoon on the subject, "Landed 28R this afternoon. European accent and tail number. Briefed for the visual as per the atis. 1st norcal clears us for the rnav 28R. Next says intercept the radial. (sounds like a vis coming up and we can see the airport). Next says cleared for the vis. Number one (flying), does the "click click, click click' thing, tea and medals all round. Told to reduce to approach speed at about 8 miles. Looks like atc are being a bit more careful if you're not a regular. Had a good look at the NTSB workings as we crossed the sea wall. There were a number of trucks, but the thing that stuck out was the burger van. God bless america." I admit, it is a little bit sarcastic but, it tells the tale. For I myself, i am a Dinosaur. When we, in my old days, landed at Kaitek, Hongkong, established meant, "roll wings level over the approach lights' . if you could not hack that, my company did not make you Captain. Things have changed. We have to live with that. If we, as the aviation industry, are accepting that basic stick and rudder skils are no longer necessary, due to available automation, then, and i mean then only, we must also accept within the aviation industry, that all and every airport in the eastern and western hemisphere, have at least available a functional ILS on each and every runway. You can not have it both ways. If you think you can have it both ways, then here is my advise to the gullible passenger, " if you want to travel, take the train or boat." Cheers Art, ("in his hammock, smoking cigars and drinking adult beverages".)

Good afternoon. On a clear cavok day, (as they say in USA, "cavul", "ceiling and visibility unlimited", with winds calm, and, given the fact that both RWY 28 L+R where on visual approach for some time already, one could or better should, expect a 777 crew to have no problems landing the aircraft as it should be done. Both runways had no ILS so, it had to be done visual. They did not hack it. As for why not, we will know soon enough, as the flightcrew is still there to tell their story and both recorders will be examined soon as well. As a side note by me, if an airline flight crew can not land properly on a visual approach on a runway without landing aids on a cavok day, this industry is in trouble. @Radzi. BA 777 had different engines, and, flew a different great circle route, so, unlikely imho. As for LION Bali, that crew did not go around when they lost contact with RWY on a NP approach. What we have in SFO seems to be more simple. But lets wait and see, we will know soon enough. Cheers Art

Well, after about 500 hits on the topic i had expected a little bit more information than just the one from Adam C. who directed us to the companies website. There is more info on PPrune than here at malaysianwings despite the fact that the topic concerns a Malaysian company. Maybe indeed nobody knows anything or we are dealing here with the best kept aviation secret in Malaysia. The moderators can close this topic. My sidenote on Nick H. Also a nogo item. Cheers A.v.S.

I came across an updated topic on pprune regarding Eaglexpress. Apart from that the topic writer apparently has some sour grapes, it struck me as onreal that a B744 F/O can be offered only a 5k usd salary per month. Let alone 2k as the topicwriter claims. Hard to believe, but if true, i understand his sour grapes. That's why, my question, how is this airline doing recently, Haj season is upcoming etc. Here is the quote; Dear All, I have been ****** by that company,and a conman his name is Azlan Zainal Abidin the CEO,he asked me to pay for my B747-400 type rating in the USA,and he will offer me a job starting as a First Officer the job offer was $5k per month and I did signed the contact before I start the training,and then after I finished my type rating,he change the contract,and offered me $2K,and I had to pay my apartment in KL,and my flight tickets and the transportation too,then when I asked why they did that and when I will get my salary!?,they terminate my contract the next day and I was out out just like that!!,I lost so much money and I'm without a job and can't find a job on the B747-400 any were!!,I hope no one go to work for them! As a side note, and topic drift, does anybody on this board knows what is with Nick H.? Have not seen him for ages on this board. Cheers A.v.S.

It is interesting to compare this fiasco with another fiasco at the other side of the world, Germany, Berlin Willy Brandt International Airport. Here are a few gems. The new Berlin airport was supposed to have been up and running in late 2011, a sign of Berlin’s transformation from Cold War confrontation line to world class capital of Europe’s economic powerhouse. Instead it has become a symbol of how, even for this technological titan, things can go horribly wrong. After four publicly announced delays, officials acknowledged the airport will not be ready by the latest target: October this year. To spare themselves further embarrassment, officials have refused to set a new opening date. The airport fiasco presents a staggering picture of incompetence. German media have tracked down a list of tens of thousands of technical problems. After a series of disputes with private investors, the city, state and federal governments eventually took over the airport project. In2006, costs were estimated at 2 billion euros, but after four delays,the figure spiked to 4.4 billion euros. Read more here: http://www.taipeitimes.com/News/editorials/print/2013/04/11/2003559321 However, they also figured out finally what to do next. Apparently they have fired the whole incompetent lot who made a mess out of it and appointed a hard hitter, take no prisoners, type of guy to get the job done, true German style. Read here: http://www.eturbonews.com/print/34292 Lets see what wil happen with these two airports, KLIA2 and the new Berlin airport. It will be an interesting comparison. Cheers A.v.S.

Let me chip in here for a moment if I may. As for the quality of the post holders of Malindo, one can indeed expect that the DCA has properly vetted those candidates and that their qualifications are up to the mark. Nobody has said here in this topic that the DCA maybe is Bisa Di Atur Pak, (yes, I know what that means), but what was said here, I did that, that if I was with the DCA I would watch Malindo as a hawk. One can have the best post holders in the market but as the company culture of the parent company does not adhere to their own operational manuals and procedures, as recent history has shown us, and undue pressure on operational staff is applied, than the end result can be disastrous. It is indeed up to the post holders to be that safety valve in the Malindo organization and indeed the DCA should look over their shoulders. Do I criticize these post holders here? Nope, they have a tough job to do and need all the help they can get. Malindo got their AOC in record time, most probably based on Lion Air’s manuals and maintenance programs, and it is up to these post holders that what is written in the manuals will be applied rigorously and when need be, they should stamp their foot down if needeed to insist to do things right. At the end of the day it boils down to the basic principle that the owners of the business let the professionals do their work. If that principle cost more money than the owners want to spend and that budgets which were put on paper at the beginning will not be allocated, then yes, we need a DCA which is one front with the post holders. I hope I have clarified my previous statement in an earlier post. As far as flee’s concern regarding young rookie pilots, I like to add as follows. There is nothing wrong with employing 200 hours CPL holders to the right hand seat, provided, they are properly trained and are being integrated into a professional safety culture. There is nothing new here. KLM/Air France, Lufthansa, BA, SQ, have been doing that since their inception and when they hire and train these kids they do not hire and train career F/O’s. They hire and train future Captains. Flee is not disagreeing with that, he is merely saying that when you just hire warm bodies to occupy the right hand seat and let them pay for that privilege some more, without industry conform salaries and in-house continues training than yes, one should be worried. So, yes, I would watch Malindo like a hawk. Cheers Art

@ Gavin A.D. The approach path of the aircraft is on Fig 2, in the report. As it was a non aligned NPA, one should be visible at minimums, as with all approaches at minimums. If not visible, you go missed. Now, the report gives no evidence that they were not rwy in sight at minimums, so maybe they where, continued, and lost contact again a little bit later. If this happens, you must go missed, no two ways about it. There maybe was still time to do it correctly and it should have been done, was it not alone for sheer basic survival instinct. People normally have such instinct, since the Neanderthalers. (That the SIC did not do such could have multiple reasons. There are a few which are obvious but this is not the place and time to discuss them. Hopefully the final report will address it and the airline and similar airlines will learn from it.) Further, in general. As the SIC was still PF at that time, he should have initiated a missed approach but, he did not and at 150 ft. he gave control to the PIC with saying, “ I dont see the runway”. Now, at 150 ft, with no contact, you do not have much time anymore and by dumping the aircraft in the other guys lap, basically saying, “I don’t know anymore, you sort this mess out” , the other guy has a brain scramble to figure out what is what and that also take precious time. When the PIC finally got his priorities sorted out, it was too late. This crew had more than one chance to correct a wrong and make it right. They did no such thing. As to why and how, also here we better wait and see if the next report will address these issues. So far, the present report is indeed, preliminary. As for the posting of “wee c k”, I leave it to Capt. Radzi to educate you further on the ins and outs of handing over control at the flight deck. One last observation, and I may stick my neck out here, is that if I was at DCA Putrajaya, I would observe Malindo like a hawk, as Malindo is Lion Air. But this is a personal opinion. Cheers Art.

The prelimenary report is out. Here it is.: http://www.dephub.go.id/knkt/ntsc_aviation/baru/pre/Preliminary_Report_PK-LKS_Lion_Air.pdf Now that some facts have be established, its time to have a closer look at events. First, we can put "microburst" to bed. Secondly, what has been "educated thoughts" by industry professionals who kept it to themselves,have now become "knowledge" Everyone, with at least basic knowledge about airline operations, can now make up their minds and make their own valuations. In case that there are a few facts which are difficult to apprehend for the non airline pilot, i summarize some highlights here. The underlining is by me, (A.H.) Page 8 The aircraft followed the VOR DME runway 09 instrument approach procedure. The weather while the aircraft was on final was raining. During the approach the SIC mentioned that the runway was not in sight twice. At 0708 UTC, when the aircraft was at approximately 1,300 ft, the Ngurah Tower controller saw the aircraft on final and gave a landing clearance with additional information that the wind condition was 120° / 05 kts. At 0710 UTC, the aircraft impacted to the water. Page 10 The excerpts of the CVR and FDR data on the final approach are as follows: At 0708:56 UTC, while the aircraft altitude was approximately 900 ft AGL the SIC stated that the runway was not in sight. At 0709:33 UTC, after Enhance Ground Proximity Warning System (EGPWS) called out “MINIMUM” at aircraft altitude approximately 550 ft AGL, the pilot disengaged the autopilot and the auto throttle then continued to descend. At 0709:53 UTC, while the aircraft altitude approximately 150 ft AGL the PIC took over the control. The SIC handed the control to the PIC and stated that he could not see the runway. At 0710:01 UTC, after the EGPWS warning “TWENTY”, the PIC commanded a go around. At 0710:02 UTC, the aircraft impacted the water. The aircraft stopped facing to the north at about 20 meters from the shore or approximately 300 meters south west of the beginning runway 09. At 0711 UTC, there were two aircraft on holding point runway 09. One pilot of these aircraft informed the Ngurah Tower controller that the Lion Air aircraft had crashed into the sea. So, there you have it, in a nutshell. No heroism here, no Boeing awards, but very questioniable airmanship. Crew and pax were very very very lucky that the outcome was as it was. Would the PIC had initiated the go around a few seconds earlier, they would most probably have hit he embankment. One more thing, the VOR approach is not alligned with the runway. You have to see the asphalt at minimums, if not, go away. Page 12. Here the flightdeck experience is noted. If you do basic simple calculations on time 90-60-30 days you see a very disturbing fact. Unless this info is flawed. On the last page there are recommendations, lets hope that they elaborate on that extensively in the final report. Cheers A.H.

A long time friend of mine, now engaged in aircraft leasing, asked me, " whom to contact in PMB to buy all remaining MAS 744 aircraft." Anyone here in Malaysianwings can help me out? I did som research myself but got nowhere. If some answers come and it will get somewhere, I will be buying, drinks at any pub at Pavillion or Tea Tarik at M. stall. Cheers Art

Aah, the Euromoney script writers did not consult with A.v.S. , lead analyst, from BS International Bank Timbuktu on the matter at hand. If they would have done so, than the BS International Bank of Tmbuktu lead analyst would have told them that the praised in heaven management of Airasia failed to spot a rogue DFO in its management team for quite some time. Or, worse, did not want to spot it. And it was only that after the regulators in Malaysia, the domestic DCA, reported a serious flaw in the subject airline way of doing things operational wise, that corrective action had to be made, maybe reluctantly, but made, nevertheless. Therefore, BS International Bank of Timbuktu remains its caution advice, said its lead analyst, A.v.S in a telephone interview today. With best regards, Arthur.

@ Lock SH. You are right with your RIP proverb in this matter but..... do not think that even a DFO has not a boss in his airline. That Aiirline boss has hired the now terminated DFO, has approved his dealings so far till now and only when the DCA rocked the boat, and rightly so, that perticular boss axed his DFO. So, my question is, when we have to axe people, who authorized that person in the first place, was proper due dilligence performed, was the person who has been axed, properly vetted for competence and if all above was true and complied upon, than, I may suggest that the Boss of the termnated DFO has a good and proper look into a mirror and determne if he also should be axed for lackluster attitude. Smoke and mirrors. Cheers A.v.S. Now, just for arguments sake, if the DCA had not acted as they did, that DFO would still be in his position as was, is int it? He has been let go on that job since the day he joined. In my opinion, the sacking of that DFO says more about his boss than that of the scapegoat he has become. I hope that the DCA keeps upits vigilant attitude without fear of favor. Cheers A.v.S. It is easy to get rid of the scapegoat.

In a telephone interview this afternoon with Mr. Van Straten, chief analyst aviation of BS International Bank Timbuktu, he maintains a solid performance prediction of both AirAsia and MAS given the fact that the Malindo joint venture will not come to fruition. He based his analyses on the observation that with the Airasia adoptation of the 1Malysia concept as withnesed by the Malaysian PM recently in KLIA, all faces are now looking in the same direction and hence the Malindo variant is obsolete. It has served its purpose. What Pak Rusdie thinks is irrelevant and the few thousand want to bees who have applied for a job are considered collateral damage. All is back to as it should be and everybody knows his place in the present environment. This analyses was given free of charge in connection with the never ending analyses of the main stream Malaysian banks who keep kicking in open doors with remarks on fuel prices and marketing strategies. To give a simple example here, as recently learned from a senior analyst of a well known bank in Kuala Lumpur, and I quote" If the price of crude oil goes up, the price of Jet Fuel will also go up. Now you know. Disclaimer, analyses of BS International Bank of Timbuktu should be consumed with copiees amount of salt. Cheers A.v.S.

"In the mean time, back at the farm..." (At the red minibus HQ in Jakarta they are clapping their hands in joy. Who needs enemies when you have friends like this. Money talks, bulls**t walks.) Will they ever learn in Boleh land? Cheers Art

It sure made the headlines, " We will take all 600". One would be inclined to think that the Malindo guys already had taken the Redskins Spin Doktor Department on its payrol to loud mouth the gullible. So, into perspective, as per the Malindo Biz Plan, they will operate 10 (ten) aircraft in the first year. Gradualy coming to 100 aircraft after 10 (ten) years. As they will be competing LCC then they need 5 crew per aircraft, ( given a daily production of 16 hours), and one standby crew. For 10, (ten), aircraft they would need therefore a maximum of 60, ( sixty), F/O's. These sixty F/O's then must first go to 739 type rating, loan organised by Malindo, but still a loan on top of the finance commitments these F/O's already have, and then be absorbed on line. The other 540 wannabees must wait their turn, next year or te years thereafter, if any. Overflow into the LionAir mainline is not a option, as they have covered it in Jakarta just fine with their pay to fly scheme. But as for the hype, yes, 1200 ( twelvehundred), CPL, frozen ATPL holders have been shown a carrot and Malindo will save the day for them. It is like selling snake oil, the cure for all. What Malindo realy needs are at least 60 experienced on type Captains in the first year and that will be a challenge. These Captains have a good job already and only can be enticed to switch employer if T and C's are way better then they have now. Besides that, most of them will think twice before jumping ship to a start up, no matter the level of bravado from the spin doktors. Nadi Sdn Bhd, shouild have a close look at how these things would pan out in the next few months. it is there reputation as well which is on the line. Furthermore i think that Uncle Tony does not have sleepless nights as yet, and he could be right. Cheers A.v.S.

http://biz.thestar.c...83&sec=business I came to understand from my network that this issue is doing the rounds again, albeit more serious than previous times. If one looks at the stock price, hovering around the RM 1. mark, this could be the right time.. On the other hand, it would be interesting to see how a private owner would tackle the various uhm.. wheelings and dealings, which are still doing the rounds in MAS HQ. (the catering contract springs to mind, for example) As for TanSri Aziz, word on the street is that he still is a very tough cookie who would not let two negatives become a positive. Interesting development, which begs the question, who is behind it? Best regards AvS.

In another topic on this board i had a go at the esteemd brotherhood of Malaysias Aiviation Analysts. I am sitting at TDH typing this respons as we speak. It was only a few weeks ago that the contingent of Malaysian analysts embarked on praising the AK stock into kingdom come as a result of the Red Boss machinations towards Batavia. There was, and i quote, an overwhelming tendency for an "outperforming" call. Not just buy, no no, "outperforming", that was the mantra. Target price. a whopping RM. 4.06. Todays reality. the stock is RM. 3.04. Will they ever learn? No. As long as the Red Boss is playing them as a violin, joe public, will follow suit. And the brothers in the ivory towers will spin it any otherway they deem fit to explain that they saw this coming. Anyway. We, the ignorants, have read it all incorrectly. The brothers at the corner office are making it easy for me. Next please. Cheers Art

Aaah, the musings of the analysts. See above. Maybank Investment is maintaining a "buy" call on MAS, with an unchanged target price of RM1.20 See here said Alliance, initiating coverage on MAS, with a "neutral" call and a target price of RM1.10. http://www.thesundaily.my/news/512563 Dear reader. Maybe you have, like me, the idea of becoming an analyst yourself, as it could not be that difficult a job. For me, as a retired aviation professional, I could spend a few days per week in a fancy place like bank building, top floor with corner office and free flow of coffee and thee. And, enjoying the fine remuneration witch comes with the job for just spouting what comes up in my mind when I gaze over the city and pen down what MAS should or not should do and what AK better do right now or else. This of course for a salary which would not qualify me for the RM.500,- government payout and the best perk is that whatever I write is inconsequential anyway. All around me in other similar fancy buildings would be sitting the “other” analysts doing the same thing as me for an even bigger salary, as I only would work part time. I have the distinct feeling that the brothers in the other buildings having a good time as well as whatever they write, they just make their employer look good in the public eyes, by providing yup speak window-dressing, as the brotherhood of the analysts have the finger at the pulse of the vibrant Malaysian aviation industry. The airlines should take notice. And they do. They would invite me for their next golf tournament or will invite me for a show off on their new toys. So, therefore I could, as every other analyst, write up a stock up or down with superb reasoning without blinking an eye, in the same day. I could tell MAS what or what not to do and tell AK what they better do right now based on my infinite wisdom compiled by years of blowing fine cigar smoke into the Malaysian blue skies. I would even have a slight advantage; I can recognize the difference between a Boeing 738 and an AB 380 if I was standing next to them on the tarmac. The brothers have not such advantage. So, would you not have that job if offered to you? I would. However, being the realist I am, it is not going to happen. Banks don’t need expert advice from the outside that would only cloud the perception of what is going on in their ivory towers. So, here is another idea. What if Malaysianwings would produce their own analyses of the Malaysian aviation industry? Lets say, once per month. If there anywhere is free expertise at hand, one would find it here. In these columns. Not free of charge, no, I think if newspapers want to publish it, or banks want to use it as in-house study material; they should make a small contribution to the owners of this forum to keep it up and running. What you think? So in closing, in stead of going to that fancy ivory tower office in the golden triangle, I would write my piece at TDH, adjacent to Pavilion. Cheers Art