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Ja Singh

MAS New Boeing 737-800s with Sky Interior

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As a frequent traveller, minimum expactations for the baby 738s would be: -

 

01 GCCL Flat bed seats, don't mind angle if its used 4 hours n below

02 "noise concealed" earphones @ GCCL

03 Good Wall seperation between GCCL n EYCL , not just curtains. If possible Insulated wall preferred , to avoid nosies of children crying nuissance being heard at GCCL from 1st few rows of EYCL.

04 Minimum pitch no less than 34" in EYCL

05 AVOD at least 200 channel options in both classes

06 LIVE sports TV and local news channels for FREE for both classes

07 Silent Movies ( without earphones required ) for flights less than 1:15 hours for ALL

08 GCCL toilet be equipped with Bidet facility ( similar to 744s/772s)

09 Magazine racks to be retained in GCCL and to include EYCL as well.

10 No need for phones at every seat , but equipped with transmitter for ordinary mobile phones capability during flights.

11 I-phone / I pod hook ups to IFE for ALL classes.

12 laptop hookups to internet n power facilities , at least in GCCL

13 Mini fridge at every GCCL seats :pardon:

14 Mineral water storage at every seats in GCCL n EYCL

15 Uptodate info on destination ( currency , climate, road traffic...etc.) embedded within IFE, not just baggage carousel or flight transfers.

16 Temptations on line orders embedded within IFE

17 Online MH booking / reservation tracking system within IFE, including meal requests , seat requests ...etc.

 

The above r not x'mas / new year wishes, but I would say the minimum needed to ensure that MH remains a true 5 star n comparable to u know who....

 

 

Don't forget, ticket price must still be lower or comparable to AK. :p

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"Great, but...the 738s are for MH, a commercial entity. Not 738s for Brunei's Sultan's Flight or the UAE's royal fleet."

 

The problem here if it's purely "commercial" and in Malaysian context, ... we will most likely end up with "those awfull J seats on leased MH738!"- AK style single class economy seats; furthermore these 17 minimum have been in placed on several leading airlines today. Y can't MH lead and b innovative? or are they just "pak turut" ? FYI, MH used to be innovative and were the leaders in the 1980s n 1990s. 34" EYCL seats plus let us not forget that MH was the first to introduce IFE ( initially at premier cabins) in the far East ( of course this were shortly overshadowed by SQ when they introduce IFE at all classes).

 

Typically "Pak Turut" comes in later n by then standards n innovation have changed n further upgraded, by then, MH is back to square one ...... which is .... out of date! R MH n Malaysians willing to pay for such price and pride?

 

Effectively, no doubt Return on Investment (ROI) needs to be calculated and not forgetting upgrades are essential say every 5 - 7 years of those seats ( not just cover change) and this translates to at least a change ( upgrade) if MH intends to keep for say 10 - 15 years of these 738s. Therefore, these ROI n upgrades must be calculated commercially n the potential returns for having innovative n superior products do bring in higher demand, which may translate to higher yields ( if it's done rightfully). At the end of the day, customers do want good products n may don't mind paying a little bit more for something that is really worth it.

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"Great, but...the 738s are for MH, a commercial entity. Not 738s for Brunei's Sultan's Flight or the UAE's royal fleet."

 

The problem here if it's purely "commercial" and in Malaysian context, ... we will most likely end up with "those awfull J seats on leased MH738!"- AK style single class economy seats; furthermore these 17 minimum have been in placed on several leading airlines today. Y can't MH lead and b innovative? or are they just "pak turut" ? FYI, MH used to be innovative and were the leaders in the 1980s n 1990s. 34" EYCL seats plus let us not forget that MH was the first to introduce IFE ( initially at premier cabins) in the far East ( of course this were shortly overshadowed by SQ when they introduce IFE at all classes).

 

Typically "Pak Turut" comes in later n by then standards n innovation have changed n further upgraded, by then, MH is back to square one ...... which is .... out of date! R MH n Malaysians willing to pay for such price and pride?

 

Effectively, no doubt Return on Investment (ROI) needs to be calculated and not forgetting upgrades are essential say every 5 - 7 years of those seats ( not just cover change) and this translates to at least a change ( upgrade) if MH intends to keep for say 10 - 15 years of these 738s. Therefore, these ROI n upgrades must be calculated commercially n the potential returns for having innovative n superior products do bring in higher demand, which may translate to higher yields ( if it's done rightfully). At the end of the day, customers do want good products n may don't mind paying a little bit more for something that is really worth it.

 

Some of the features that you would like to see on the 738 are a bit...outlandish such as having "good wall separation" iso curtains (so we have doors like on those pvt jets) or real flat beds in GCCL (which reduces Y seats - u also wanted them to remain at 34" - as the real estate is quite limited on planes and subsequently could lead to having 2 configurations for the 738 which in turn limits fleet flexibility.)

 

But generally speaking, you will not see MH lead the way as long as bean counters have the final say. Their KPI is very much bottomline driven, hence it doesnt matter if the planes are old - as long as there are less discerning people fly on them, and the bottomline is not in the red. Even if it means, say, delaying ordering new generation planes if doing so would affect the bottomline during their relatively short tenure at the helm. But the impact of such delays would mean MH will miss the boat in ordering new generation planes, but that is not their problem anymore as they would have moved on by then.

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The last reference to KPI is an interesting issue.

 

IMHO, it is sad to c the present KPI's r financially driven and centred to the "present P & L performances" and does not support the "what ifs"...such as long term implications such as CSR, Environment , long term planning and growth ...etc. ....this obviously includes purchasing of equipment ( like aircraft, vassels or building) , which may be obsolute / outdated by the time they r ready in operation..... for the sake of saving some current $$$$ with hefty discounts.

 

Is just like buying a car for yourself. Would u buy say a Honda Civic or BMW 325 at the end of production or wait for the next model .... even if it's slightly expensive,but u know that u the newer models r better products and more attractive?

 

Mind u aircraft purchase is worse as airlines r in stiff competition n the one with simply the best products wins.

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MAS puts its faith in Boeing’s B737-800 as fleet workhorse

 

March 24, 2010, Wednesday

 

 

KUCHING: Malaysian Airlines System Bhd (MAS) to refurbish its existing fleet of aircraft with cutting-edge fuel-efficient vessels as part of its new operations overhaul and commitment to the environment.CIMB Investment Bank Bhd (CIMB Investment) expected MAS’s replacement of old aircraft with new to transform its cost efficiency radically and lower its break even load factor and/or yield.

 

It added that profitability was expected to take a major step up which could be achieved in a few ways.

 

Per flight costs could be reduced because newer aircraft incorporated better technology and parts warranties were in force for the first three to five months of an aircraft’s life, highlighted the research house.

 

Besides, CIMB Investment stated that per seat costs might be lowered as a result of a potential increase in the number of seats which the replacement aircraft could accommodate due to improvements in seat design and technology.

 

Additionally, the introduction of longer-range narrow-body aircraft could better match capacity to demand on specific routes which did not have the traffic volume to fill up a larger plane, it suggested.

 

It stated these planes could also open up new business opportunities and might allow MAS to launch flights to destinations previously considered uneconomic due to relatively low traffic volume.

 

MAS currently employed 37 B737-400s for short-range domestic and regional routes which were on average 16 years old and they would be replaced by the B737-800 planes comprising 35 firm orders and another 20 options, the research house divulged.

 

On the other hand, it added MAS had 14 A330-200/300 planes with an average age of 14 years and 17 B777-200s with an average of 10 years for its medium-range segment for flights.

 

For long-haul flights of more than eight hours, MAS was currently utilising the B747-400 planes which were on average 12 years old but it was only operating 10 out of 13 leased units from Penerbangan Malaysia Bhd (PMB) as the remainder had been subleased to third parties, the research house noted.

 

CIMB Investment expected MAS to phase out all the 10 B747-400s in favour of the six new A380 orders.

 

In other developments, the research house assumed MAS would replace its old aircraft largely on a one-for-one basis as opposed to adding the new planes for expansion.

 

However, even under this one-for-one assumption seat capacity should grow as the new planes were likely to have more seats than the legacy aircraft, it highlighted.

 

The research firm revealed that they expected half of the short-haul fleet to comprise of the new B737-800s and the average age of this segment to fall from over 14 years in 2009 to just under 10 years in 2012 and even further to below five years in 2013.

 

It added the medium-range fleet would see a combination of B777s and A330s with the latter aircraft making up some 26 per cent of the segment and an average of below 10 years by 2012, down from 11 years at the end of the last year.

 

CIMB Investment expected MAS to decommission all of its B747-400 fleet by 2012 with the arrival of five A380s in 2011 and the sixth and final one in 2012 for the long-haul segment.

 

Thus, the long-haul fleet would be 100 per cent new by 2012 with an average age of less than one year compared with 11 years at the end of 2009, it revealed.

 

The research house saw this as a very important factor as it believed the demise of the fuel-guzzling B747-400s would make a big difference to the profitability of the routes to Europe and Australia.

 

To recap, it expected 43 per cent of MAS’s fleet to be made up of new planes by 2012 and 64 per cent by 2013 and the average age to fall from 12.5 years at the end of 2009 to nine years by 2012 and a further six years by 2013.

 

CIMB Investment noted that the new B737-800 was about 20 per cent more efficient than MAS’s 15-year old B737-400 on a total cash operating basis including major savings on fuel consumption and maintenance.

 

It added the efficiency gap might be even larger on a per-seat operating cost basis as the B737-400s currently had a total of 144 seats comprising 16 first and 128 economy class seats.

 

On the other hand, Qantas’s B737-800s had a total of 168 seats comprising 12 business and 156 economy class seats, the research house noted.

It mentioned seat capacity would increase by 16.7 per cent if MAS adopted a similar seat profile for its fleet of new B737-800s.

 

Thus, 20 per cent cost savings on total cash operating costs plus a 16.7 per cent increase in seat capacity meant that per-seat costs could fall as much as 33 per cent as each legacy B737-400 was replaced with the new generation B737-800, highlighted the research firm.

 

It added the costs of ownership and / or leasing would consume some of the per-seat operating cost savings as MAS had stated its goal of owning one-third of its fleet, leasing one-third and either owning or leasing the final one-third depending on the availability of attractive financing options and its own balance sheet strength.

 

Residual per-seat costs might still fall by a ballpark 15 to 20 per cent after deducting additional costs comprising more expensive leases from the B737-800s and ownership-related costs such as depreciation and interest expense charges, the research house mentioned.

 

It stated that MAS revealed each A330 new-for-old replacement could generate operating cost savings of RM20 million per annum.

 

MAS might also choose to increase the seating capacity of the new A330-300s in order to generate additional per-seat cost savings on its new aircraft as new seat technology offered thinner padding on the backrest allowing airlines to squeeze more seat rows into the aircraft without impinging on customer legroom and comfort, CIMB Investment said.

 

It noted the current configuration of 282 seats for the B777-200 was an inefficient use of space relative to its peers as a similar plane at Cathay and Emirates was filled with around 19 – 23 per cent more seats while Thai Airways had 10 per cent more seats.

 

The A380 might be 15 to 20 per cent cheaper in terms of per-seat costs than the B747-400 although its per-flight costs were more expensive translated as 7 per cent more in terms of per kilometre fuel consumption, the research house pointed out.

 

It added that based on the seating configuration of peers like Qantas, SIA and Emirates the A380 had 25 to 36 per cent more seats than MAS’s existing B747-400.

 

Meanwhile, the airline also agreed to acquire the ownership rights to four legacy Boeing aircraft previously leased from PMB and agreed to buy over the ownership to the six A380s on order, reported the research firm.

 

CIMB Investment suggested the carrier estimated that the move to ownership of the six A380s and the four legacy Boeing aircraft would provide lease expense savings of RM71.2 million in 2010, RM156.3 million in 2011 and RM421.4 million in 2012.

 

It added the cash accretion was expected to be RM174.1 million in 2010, RM301.5 million in 2011 and RM728.3 million in 2012 and these savings were calculated on the basis of the difference between the costs of owning versus leasing and increased over time because the A380s were delivered in 2011 to 2012.

 

MAS was expected to own 22.5 per cent of its fleet and lease the remaining if all of the new aircraft deliveries were used to replace existing fleet on a one-for-one basis by 2012, pointed out the research firm.

 

It mentioned the ownership ratio would rise to 32.5 per cent in 2013.

 

CIMB Investment stated the end of calendar year 2010 (CY10) target price (TP) of RM3.00 was based on six times calendar year 2012 (CY12) core earnings per share (EPS) and financial year 2010 (FY10) reported net profit forecast had been raised from a loss of RM3.7 million to a profit of RM347.8 million.

 

Meanwhile,in a news dated 18/03/2010:

 

 

AirAsia Miri-S’pore flight to be restored next week

 

by Georgette Tan

March 18, 2010, Thursday

 

KUCHING: AirAsia has agreed to reinstate the Miri-Singapore flight by next week, Deputy Chief Minister Datuk Patinggi Tan Sri Dr George Chan said yesterday.Dr Chan, who is also Tourism and Heritage Minister, disclosed this after a discussion with AirAsia chief executive officer Datuk Seri Tony Fernandez over the route, which was suspended earlier this month.

 

“People are used to the route. Employees of oil companies are used to travelling on that flight,” he said during a press conference at Kuching International Airport VIP lounge upon his return from Kuala Lumpur.

 

“I promised Fernandez that we will do our part in promoting Sarawak to Singaporeans,” he said.

Dr Chan added that he would be embarking on a roadshow to promote Sarawak in Singapore either end of this month or early April.

“On my part, I want to sell Sarawak to Singaporeans and get more people to come.

 

“People should know about the good tourism products available in Sarawak. We must work on a win-win situation. Tour operators can also help by getting as many people as possible to visit,” he added.

 

The status of other suspended international routes, like the Kuching-Jakarta flight, remains unchanged.

Dr Chan said Fernandez asked him to speak to Malaysia Airport Holdings Berhad (MAB) about offering the low-cost carrier a lower rate for airport charges.

 

“I hope MAB will be able to help us there, until we build up a volume where the low-cost carrier can absorb a higher cost.”

 

He said Sarawak tourism was behind when compared to Sabah, Penang and Melaka, and appealed for MAB to reconsider its charges.

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Buying 738 is a very good decision...

 

Instead expanding/replacing the A330 fleet, I think they better thinking of 777-300 series.. Anyway MAS maybe plan this as a pre-preparation for pilot before jump into 747 replacement - the big momma 380... Also they are cheaper then boeing..

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B737-800 & A380-800, right choice, more success to MAS!

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Just 7 days ago, FAA issued emergency airworthiness directive ordering inspection of elevator tabs on 737-600, -700, -800, -900 and -900ER

 

http://seattletimes.nwsource.com/cgi-bin/PrintStory.pl?document_id=2011337545&zsection_id=2003750727&slug=boeing737s13&date=20100313

 

FAA requires inspection of 600 Boeing 737s

 

By Dominic Gates

Seattle Times aerospace reporter

The Federal Aviation Administration (FAA) issued an emergency airworthiness directive Friday requiring that airlines inspect about 600 Boeing 737s to check a mechanism that controls the flap on the horizontal tails of the jets.

 

Some of the jets must be inspected within 12 days, and the rest within 30 days. FAA spokesman Allen Kenitzer said about half the affected airplanes are operating in the U.S.

 

He said the directive stems from an in-flight incident on March 2, when a Ryanair 737-800 en route from Eindhoven in the Netherlands to Madrid, Spain, with 146 passengers aboard experienced "severe vibration" in flight.

 

The flight crew diverted the airplane, which landed safely and uneventfully in Brussels, Belgium.

 

An inspection afterward found "extensive damage" to the left elevator, which is a movable flap on the horizontal tail that controls the pitch of the airplane, up or down.

 

The FAA airworthiness directive described the damage as "failure of the aft attach lugs on the left elevator tab control mechanism."

 

"Severe vibration in this attach point is suspected of allowing rapid wear of the joint and resulted in failure of the attach lugs," the FAA report said. "This condition, if not corrected, could result in a loss of aircraft control and structural integrity."

 

During the required inspection of affected planes, mechanics are instructed to look for damage to the attachment points of the elevator-control mechanism. If they find these lugs damaged, the plane must be grounded until the mechanism is replaced.

 

The Ryanair jet that experienced the vibration in March was a relatively new airplane.

 

It was delivered from Boeing's Renton plant in April 2008 and had completed 4,233 flight cycles. Kenitzer, the FAA spokesman, said the elevator tab on the jet's horizontal tail was the latest design, one mandated by a previous FAA directive in 2003 that was intended "to prevent severe vibration of the elevator and elevator tab assembly."

 

That earlier directive required a retrofit redesign involving 88 hours of work at a cost of more than $5,000 per jet. The FAA said then it was necessary to prevent "severe damage to the horizontal stabilizer followed by possible loss of the elevator tab and consequent loss of controllability of the airplane."

 

However, Boeing spokeswoman Sandy Angers said the problem that has now come to light with the elevator tab attachment lugs "is a separate issue."

 

Boeing issued a service bulletin earlier Friday recommending that airlines inspect the mounting lugs on all its newer-generation 737s, more than 3,000 of which are flying.

 

However, the emergency FAA directive mandating the inspections applies only to about 600 of those jets considered more at risk and that must be inspected within a month. Whether a jet must be checked within 12 days or within 30 days depends upon its age, its total accumulated flight cycles and if it is approved to fly extended flights.

Edited by Denny Yen

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Comparing 734 vs 738, 744 vs A388, A333 vs A33E there is no doubt operation cost of new aircraft is lower. However, does MH has the right fleet mix to match various demand? At current and planned fleet mix, it is hard for MH to optimize yield.

 

:drinks:

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However, does MH has the right fleet mix to match various demand? At current and planned fleet mix, it is hard for MH to optimize yield.

 

Instead of ordering an all -800 fleet, I would, indeed, have opted for a mix of -700's and -800's (like 10 of the smaller version and 25 of the bigger)...depending the demand (per day) you could choose the optimum version a few days before departure, depending fleet and crew, ofcourse...

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At current and planned fleet mix, it is hard for MH to optimize yield.

MH is a flag carrier - so optimizing yield is quite low on its list of priorities. Its more important for it to fly the flag for Malaysia and be a flying taxi service for the VVIPs. ;)

Edited by flee

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wiki says MH ordered 737-800 WL,, what WL really means? is it related to maximum range? how far MH can fly them economically? can anybody tell me sumting?

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AirAsia Miri-S’pore flight to be restored next week

 

by Georgette Tan

March 18, 2010, Thursday

 

KUCHING: AirAsia has agreed to reinstate the Miri-Singapore flight by next week, Deputy Chief Minister Datuk Patinggi Tan Sri Dr George Chan said yesterday.Dr Chan, who is also Tourism and Heritage Minister, disclosed this after a discussion with AirAsia chief executive officer Datuk Seri Tony Fernandez over the route, which was suspended earlier this month.

 

.......

 

So, what is it then - janji palsu (Pieter : false promise) or someone being misquoted again :D

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Fenandri,

 

WL means winglets.

 

BTW,About the restoration of MYY-SIN by AK,looks like it's an empty promise,as there were no news about it..Looks like the Mirians are utterly disappointed.

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As MH will fly this aircraft to regional destinations, I hope MH would configure the 737-800 into two different cabin settings. Maybe more seat pitch and less dense 738 flying regionally and normal configuration (similar to current 738) flying domestically. It would really compete with SQ and TG 777 or A340 or A330 and offer better flying experience.

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are there any news or photos about the new interior of 737-800? i hope the PTV has a remote control just like avianca's A320. Garuda's 737-800 doesnt have remote control and the seat colour is weird,

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are there any news or photos about the new interior of 737-800? i hope the PTV has a remote control just like avianca's A320. Garuda's 737-800 doesnt have remote control and the seat colour is weird,

 

As for now, just look at Boeing's new Sky Interior. MH is among the launch customer for that for their new B738.

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Really anxious to see their seat colour selection, after their multi-coloured seats were panned by many. Although I think the multi-coloured seats look brilliant, especially on closer inspection.

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still no news?? damnnn,, MH have come a long way, but feel like just getting started with those new fleets,, very2 excited,, i expext new uniform and livery also. the kebaya now have awkward colour. im hoping that MH choose a more modern uniform but still has those traditional motiffs,,

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hi all, i just want to ask about the NEW MAS B737-800, i am flying to Taipai this coming Sunday with this New Aircraft, the journey will be around 5 hours, i just want to know whether this aircraft have provide us individual LCD screen so we can watch movie or playing games like other aircraft? (B777, 747 or A330)

 

Becoz last time i been to Taipei with China Airline A330-300 and that aircraft had this features...

 

If have anyone has the interior please put it in for me c also, thanks all very much!!!!

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The B737-800 you'll be flying is not one of the new MAS 737-800s (they don't start until the end of the year). It's the leased aircraft, so there's no individual PTV. There are overhead screens every 4 rows or so. The seats are narrower and legroom is pretty tight (the plane belongs to a LCC from Europe). Aim for Row 5 if you can, the legroom is enormous (more than C class)!

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