Lion Air Flight JT610: An Over-Reliance On Intrumentation?

The Lion AIr Boeing 737-MAX 8 (PK-LQP) that crashed in the Java Sea on 29 Oct 2018

LION Air Flight JT610 went down in the Java Sea 13 minutes after departing from Jakarta. It is very highly unlikely that any of the 189 souls on board had survived.

This tragedy mark’s the 14th incident in Lion Air’s 18 years of operation, an unimpressive air safety record with an average of one incident in every 16 months.

The aircraft that went down was a spanking new Boeing 737-8MAX delivered to the airline last August.

The aircraft first flew on the July 30 2018 and was powered by two CFM International LEAP-1B engines.

However, it suffered from a faulty airspeed indicator during a flight on the night before the fateful flight.

The airline’s engineers claim that the fault had been corrected before the aircraft was allowed to fly. But 12 minutes into the flight the cockpit crew requested to return to base without describing the nature of the emergency it was facing. They never made it back.

While it is still too early to tell for JT610, blocked pitot-static port have contributed to many airliners going down; the previous crash being the Saratov Airlines Antonov An-148 Flight 6W703 on February 11 2018, killing 71 people. It also contributed to the crash of Air France Flight AF477 in the Atlantic Ocean on June 1 2009.

When a static port is blocked, the on-board instruments will give false readings. False readings caused pilots in flights AF447, 6W703, and Birgenair Flight 301 and Aeroperu Flight 603 to react erroneously.

In the case of Flight 603, problem started just two minutes after take-off. There was confusion between the pilots.

Within six minutes, the pilot said: “We don’t have controls. Not even the basics.” The altimeter showed that they were still on the ground, while the three was no airspeed indication.

The above all happened in new generation aircrafts where computers and automation were incorporated to lessen the burden of its flight crew thus increasing the crews’ reliance on automated flight systems.

The FAA has directed airlines to include a blocked pitot tube scenario in simulator trainings to familiarise pilots with the condition.

But how much training is given to pilots? The bare minimum as required by regulations?

Out of the 14 incidents involving Lion Air’s fleet, only four can be attributed to technical errors. The other 10 were due to pilot errors, with wrong flap settings for take-offs and landings, and runway excursions being the top most incidents.

Lion Air, as did most other Indonesian airlines, was once slapped with a ban from the US and European Union’s airspace due to safety concerns. The last Indonesian airlines on the list only had their removal from the list in June of this year.

Indonesia is in the Aviation Safety Network’s list of top 10 countries with the most fatal air accidents – at number nine with 98 fatal accidents that resulted in the deaths of 2,035 people.

How much emphasis is given to the flight crew coordination and conflict management training?

In an incident involving Adam Air Flight 574, the flight crew became too preoccupied with troubleshooting the Inertial Reference System (IRS) that no one was actually flying the aircraft.

When either one of them inadvertently disengaged the autopilot that caused the aircraft to go into a steep bank, both pilots had become spatially disoriented. To add salt to injury, Adam Air’s pilot training syllabus did not cover the failure of the IRS, and neither did any of the pilot receive any training in aircraft upset recovery, including overcoming of spatial disorientation.

The maintenance regime is something that needs a serious look into.  In the four incidents involving the technical aspects of Lion Air’s aircrafts, one was when a thrust reverser was not working and caused the deaths of 25 people, one aircraft’s braking system was not at optimum level, one landed without the nose gear down, while the other had fuel pouring out of its tanks due to non-functioning safety valve and overflow detector.

In the case of Flight JT610, the pitot-static port of the aircraft did not function properly during the Jakarta-Denpasar-Jakarta flight the previous night. A technical logbook of the doomed aircraft detailed an “unreliable” airspeed reading on the flight, giving different altitude readings to the pilot and co-pilot – a symptom of blocked pitot-static ports.

Lion Air’s engineering department said that the issue was resolved before the aircraft was allowed to fly the next day. But was it?

The flight reminds me of what happened to Indonesia Air Asia’s Flight QZ8501 in December 2014.  Both flights faced technical snags the previous night. Both aircraft were given a clean bill of health by their engineers to fly the next morning. Both aircraft were not brought down by weather.

QZ8501 was brought down, in part, by a cracked solder joint on an electronic card that caused the rudder travel limiter to malfunction.  The joint had been repaired several times before instead of being replaced. An action by both pilots, which was not recommended by the aircraft’s manual, was the final nail in the flight’s coffin.

We still don’t know for sure what actually caused Flight JT610 to suddenly drop from the sky into the sea.

Aeroperu Flight 603 flew with blocked pitot-static tubes, that caused faulty data to be transmitted not just to the pilots, but also to the Air Traffic Controller, causing maximum confusion between them.

Spatial disorientation also hit the pilots; they had no idea how high were they flying while the TC told them they were at 10,000 feet, when they were not. In the end, one of the wings struck water and the aircraft crashed into the sea.

The day after the JT610 crash, another flight taking the same route to the same destination showed its altitude upon leaving the shoreline of West Jakarta to be at 16,800 feet at a speed of 370 knots.

JT610’s system transmitted its altitude when passing the same area to be at only 5,100 feet at 318 knots. Its data showed that it was flying at 5,200 feet at 334 knots when the flight crew informed the ATC that it was returning to base.

That they were flying only at 11,600 feet lower than the next day flight in the same area could be an indication of something going wrong.  Previous flights all flew higher than 10,000 feet except for the ones that took a right hand turn after departure.

That no emergency was declared when a request to make a turn back was made seemed odd.

Had the pilots declared an emergency then, the ATC would have immediately given the aircraft landing priority and an assigned runway.  There was no such request.

Those are the issues that are floating around right now, which can only be answered by the retrieval and processing of both the Cockpit Voice Recorder and Flight Data Recorder.  Until then, your guess is as good as mine.

(This article was first published on The Mole)

Nasib Orang Asli Tidak Pernah Dipinggirkan

Sepasang bapa dan anak Orang Asli Semenanjung Malaysia

Sepanjang tahun 1970an hinggalah awal 2000, Tentera Udara DiRaja Malaysia sentiasa mempunyai beberapa buah helikopter Sikorsky S-61A Nuri dan Aérospatiale Alouette III yang sentiasa bersedia untuk memberi perkhidmatan kepada Orang Asli di Semenanjung Malaysia, sama ada untuk kecemasan perubatan mahupun untuk membawa mereka keluar untuk menyertai program-program JHEOA (kini JAKOA) di bandar-bandar besar.

Kini, tanggungjawab tersebut juga ditanggung oleh Unit Udara Jabatan Bomba dan Penyelamat Malaysia (JBPM) yang sering kelihatan menerbangkan helikopter-helikopternya di kawasan pedalaman.

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Unit Udara JBPM digerakkan ke Gua Musang untuk membantu membawa para pelajar Orang Asli ke sekolah

Baru-baru ini, cuaca buruk telah menyebabkan jalan-jalan yang menghubungkan Gua Musang dengan empat pos Orang Asli di pedalaman terputus, menyebabkan seramai 242 orang pelajar Orang Asli terkandas dan tidak dapat pergi ke sekolah.  Para pelajar tersebut adalah dari Pos Belatim, Pos Balar, Pos Gob dan Pos Bihai.  Dari Pos Bihai melibatkan mereka-mereka dari Kampung Laklok, Kampung Tendrik, Kampung Bihai dan Kampung Hak.

JBPM telah menggerakkan dua buah helikopter dari jenis Agusta Westland A109E dan Agusta Westland 139 untuk membantu menghantar para pelajar tersebut ke sekolah.  Pesawat-pesawat tersebut dipandu oleh Penguasa Kanan Bomba I Roslan bin Aziz, Mejar Leong Cheong Meng TUDM, dan dibantu oleh penolong juruterbang Timbalan Penguasa Bomba Faizal bin Latif dan Timbalan Penguasa Bomba Sharizal bin Sahari.  Turut serta ialah tiga orang Kuartermaster Udara iaitu Penolong Penguasa Bomba Ubadah bin Suib, Pegawai Bomba Kanan I Mohd Norhasrul bin Mohd Noordin dan Pegawai Bomba Kanan I Safuan bin Mohamad.

Pesawat jenis Agusta Westland A109E telah mula berkhidmat dengan Unit Udara JBPM pada tahun 2003 manakala Agusta Westland A139 pula mula diterima pada tahun 2010.  Unit tersebut mengoperasikan sebanyak lapan buah helikopter pelbagai jenis.  Unit ini telah bermula dengan empat buah helikopter Mil-Mi-17-1 buatan Russia yang mula diterima pada tahun 1998.  Ini diikuti oleh dua buah helikopter Agusta Westland A109E, dan dua buah Agusta Westland A139.  Salah sebuah helikopter Agusta Westland A109E tersebut telah terhempas dalam cuaca berkabus di FELCRA Kuala Kaung, Lanchang, Pahang semasa membuat pengawasan dari udara pada 16 September 2010.  JBPM juga telah memesan dua buah helikopter jenis Agusta Westland A189 pada tahun 2016.

Para pelajar Orang Asli dibawa keluar menaiki pesawat Agusta Westland A109 Unit Udara JBPM

Walaupun cuaca tidak menentu, kedua-dua buah helikopter tersebut telah berjaya membawa keluar seramai 52 orang pelajar dari Pos Balar dan Pos Belatim ke Padang Sivik Gua Musang, manakala 44 orang pelajar dibawa keluar dari Pos Cemal ke Pos Balar pada hari pertama Ops Murni.  Operasi itu telah bermula pada jam 10.10 pagi dan berakhir pada jam 5.10 petang akibat cuaca yang bertambah buruk.

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Pesakit Orang Asli dikeluarkan untuk dibawa ke hospital sebaik pesawat mendarat di Gua Musang

Walaupun Ops Murni bertujuan untuk membolehkan para pelajar Orang Asli hadir sessi persekolahan, operasi tersebut diselangi beberapa penerbangan ihsan membawa Orang Asli yang mempunyai sakit kritikal ke Hospital Gua Musang.  Ini menunjukkan kesediaan Unit Udara JBPM untuk bertukar mod operasi demi nyawa dan kesejahteraan masyarakat walaupun nyawa sendiri dipertaruhkan demi menyelamatkan orang lain.

Pesawat Agusta Westland A109E (9M-BOA) milik Unit Udara JBPM yang terhempas dalam kabus di FELCRA Kuala Kaung, Lanchang, Pahang. Tiga orang anak kapal cedera dalam insiden ini. PgKB I Roslan bin Aziz adalah salah seorang mangsa insiden tersebut

Ramai di kalangan rakyat Malaysia yang tidak tahu mengenai perkhidmatan-perkhidmatan yang disediakan oleh kerajaan untuk masyarakat Orang Asli.  Disebabkan ketidak-pekaan ini, kerajaan sering dicemuh dan dituduh tidak mengambil berat masalah yang dihadapi oleh masyarakat tersebut.  Hakikatnya, untuk pihak JBPM sahaja, sebanyak 47 penerbangan ihsan telah dibuat pada tahun 2015 untuk menerbangkan seramai 111 orang pesakit dan pengiring.  Sebahagian besar adalah dari kalangan masyarakat Orang Asli.

Oleh itu, jangan mudah menuduh bahawa kerajaan tidak mengambil berat terhadap masyarakat luar bandar terutamanya Orang Asli kerana juruterbang-juruterbang seperti PgKB I Roslan dan Mejar Leong sentiasa bersedia memberi keutamaan kepada kesejahteraan masyarakat tersebut.

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PgKB I Roslan bin Aziz berbincang mengenai operasi yang telah mereka jalankan setelah tamat penerbangan hari pertama Ops Murni

AirAsia X: Jawapan Saya Kepada BERNAMA

Tengahari tadi pihak BERNAMA mengajukan soalan kepada saya mengenai pendapat sesetengah pihak yang mempertikaikan Juruterbang pesawat menggalakkan para penumpang penerbangan D7 237 untuk berdoa. Berikutnya adalah jawapan saya:

Untuk memahami keadaan krew dan pesawat kita perlu fahami jenis kecemasan yang dihadapi pesawat.

Pesawat jenis Airbus A330 sememangnya boleh berlepas, terbang dan mendarat dengan hanya menggunakan sebelah enjin. Namun ianya sekiranya bilah kipas enjin yang dipadamkan adalah berada dalam keadaan terimbang.
Dalam keadaan penerbangan AirAsia X D7 237 salah satu bilah kipas turbin telah patah dan menghentam salah satu oil pump dan merosakkan sistem hidraulik sebelum “ditelan” (ingested) oleh enjin. Apa lagi kerosakan yang dialami enjin tersebut tidak diketahui.
Ketidak seimbangan bilah kipas ini mengakibatkan gegaran teruk kepada rangka pesawat dan tindakan seterusnya ialah untuk juruterbang mematikan enjin tersebut dan berpatah balik.

Namun untuk dua jam seterusnya gegaran yang kurang sedikit kekuatannya masih berlaku kerana satu fenomena yang digelar “efek kincir angin” di mana bilah kipas tersebut diputarkan oleh angin akibat pesawat itu menujah ke hadapan.
Walau bagaimanapun, disebabkan ianya tidak berputar secara seimbang, satu lagi fenomena yang dikenali sebagai ‘dynamic spillage’ membentuk satu kon udara di hadapan enjin tersebut berlawanan dengan udara yang ditolak ke belakang oleh tujahan tersebut.
Keadaan ini boleh mengakibatkan kemungkinan ‘mounting bolt fatigue’ dan seterusnya tertanggalnya enjin tersebut. Ketidak seimbangan ini boleh berakhir dengan malapetaka besar.
Kehilangan enjin akan mengakibatkan kerosakan ‘fuel lines’, ‘electrical lines’ yang amat diperlukan oleh pesawat untuk terus terbang turun.
Kini rangka pesawat itu juga akan diberi pemeriksaan terperinci untuk menentukan ianya selamat untuk diterbangkan semula.
Juruterbang tersebut faham akan keadaan tersebut dan memberitahu para penumpang bahawa keadaan di geladak penerbangan adalah terkawal namun sekiranya ada yang ingin mendoakan keselamatan boleh berbuat sedemikian.
Apa peliknya berdoa sedangkan banyak lagi syarikat penerbangan yang memainkan video doa Musafir sebelum penerbangan termasuk British Airways untuk penerbangan khas Haji dan Umrah.
Lazimnya yang sering mempersoalkan keperluan doa adalah dari kalangan orang yang tidak beragama.

Bila Rantai Dilepaskan

Selamat kita menjalani ibadah puasa selama sebulan di dalam bulan Ramadhan di mana syaitan-syaitan diikat dengan rantai.

Tatkala anak bulan Syawal kelihatan, maka berakhirlah bulan Ramadhan semasa masuknya waktu Maghrib, dan dengan itu syaitan-syaitan dilepaskan dari ikatan.

Dan dari sebelum kewujudan Adam itu lagi, hamba Allah yang digelar Iblis telah memohon kebenaran daripada Allah ‘Azza Wa Jalla untuk menyesatkan manusia dan didatangkan dalam berbagai rupa kepada manusia.

Seorang bekas menteri yang merupakan budak suruhan parti DAP yang juga bekas ahli parti PKR dan presiden parti KITA telah mengkritik tindakan juruterbang pesawat Air Asia X yang meminta para penumpang mendoakan keselamatan mereka apabila enjin sebelah kiri pesawat tersebut mengalami kerosakan 90 minit setelah berlepas dari Perth, Australia.

Kata beliau, sekiranya Kapten pesawat tersebut mahu berdoa, eloklah Air Asia menggajikan seorang Imam.

Dalam reaksi balas terhadap kenyataan Zaid Ibrahim itu, Ahli Parlimen Pasir Mas Nik Mohamad Abduh Nik Abdul Aziz menyelar Zaid.

Saya cuba mengagak bila Datuk Zaid Ibrahim berdoa kepada tuhannya? Bila saatnya?

Pesawat Airbus A330 tersebut telah mengalami kerosakan enjin di sebelah kiri (Enjin No.1) yang bukan sahaja telah mengakibatkan gegaran teruk kepada rangka pesawat malah mengakibatkan pesawat tersebut tidak dapat mengekalkan paras ketinggian penerbangannya.

Gegaran ini berterusan walaupun setelah enjin dipadamkan akibat fenomena yang digelar ‘windmill effect‘ di mana udara yang melalui bilah kipas turbin enjin yang dimatikan menyebabkan putaran kipas berterusan (free-wheeling) yang menghasilkan gegaran.

Gegaran berterusan ini boleh juga menyebabkan enjin tersebut tertanggal dari sayap, atau mengoyakkan hos minyak (fuel lines) atau merosakkan sistem elektrik yang kritikal.

Kehilangan enjin melalui tertanggalnya enjin tersebut dari sayap boleh mengakibatkan malapetaka yang amat sukar dielak dan menyebabkan kehilangan kesemua nyawa krew dan penumpang pesawat tersebut.

Kerosakan enjin tersebut dipercayai telah  diakibat oleh kegagalan struktur salah satu bilah kipas turbin enjin tersebut yang telah tertanggal dan kemudiannya memusnahkan sebuah pam minyak (oil pump) dan sistem hidraulik sebelum ‘ditelan’ oleh enjin tersebut dan menyebabkan lain-lain kerosakan.

Kerosakan seumpama ini dikategorikan sebagai satu insiden yang amat serius kerana hampir mengakibatkan kehilangan pesawat serta nyawa krew dan penumpang.

Maka, adalah berpatutan Kapten pesawat, selain meminta para penumpang mematuhi arahan anak-anak kapal, juga meminta agar mereka mendoakan keselamatan mereka semua.

Inilah yang dipersoalkan oleh Zaid kerana bagi diri beliau, ianya seolah-olah Kapten pesawat telah pasrah dan tidak lagi mahu ambik tindakan kecemasan, dan berserah kepada tuhan untuk menentukan nasib mereka pada ketika itu.

Mungkin Zaid lebih cenderung kepada menyuruh mereka berbuat apa jua yang dapat menghiburkan hati mereka termasuk mungkin juga meminum sebanyak mungkin minuman beralkohol yang mungkin dijual di dalam pesawat tersebut.

Sekurang-kurangnya mereka akan mati dalam keadaan gembira seperti mereka di dalam gambar berikut ini.

Sebab itu saya katakan, syaitan akan menjelma dalam berbagai rupa. Dan mereka bebas kembali menghasut anak Adam dengan berakhirnya Ramadhan.

Vile Asia

Imagine not long after QZ8501 went down an airline advertisement reads:

“Our planes land at airports, not at sea.”


“Our planes may be older but they are safer.”

But the above never happened. Imagine if it was another airline that had gone down. Guess who would be quick to make fun of the situation?

It happened when Malaysia Airlines Flight 370 went missing in the Southern Indian Ocean. The Air Asia in-flight magazine came up with an extremely distasteful article:

But of course, Air Asia is the fun airline. Everything is about having fun and making fun.

Its latest victim is Malindo Air – after Malay Mail Online reported that cabin crew candidates were asked to strip.

Malindo Air has since denied the allegation.

According to a statement carried by The Star, the airline said each applicant was briefed for her consent on the process before the checks were carried out.

“Grooming checks for visible marks are conducted privately by female supervisors in a professional manner and is part of the interview process,” it said.

“Herein candidates are briefed ahead and consent from each candidate is required prior to proceeding to ensure that no prominent marks will be visible while wearing the uniform,” it said.

How different are the uniforms?

Cabin crew uniforms: Malaysia Airlines, Air Asia and Malindo Air

Malindo Air cabin crew wear a finer white kebaya top. If you have ugly scars or tattoos, they would show up easier than if you are wearing the uniforms of Malaysia Airlines and Air Asia.

As expected, Air Asia was quick to take a CHEAP shot at Malindo Air’s unfortunate episode:

It may all seem funny to Air Asia and ridiculous to many, but how does Malindo Air’s policy on body marks fare compared to other airlines?

Ryanair’s cabin crew


Perhaps like Malaysia Airlines, Singapore Airlines and Air Asia, tattoos that can be covered by the uniform are acceptable. No visible tattoos are allowed.

Emirates’s cabin crew


Emirates has a similar policy. Tattoos that are visible while wearing their uniform are not allowed. The tattoos cannot be covered by cosmetics or bandages.

Etihad Airways’s cabin crew


Etihad Airways has the same policy as Emirates’s. You cannot have tattoos that are visible while wearing their uniform and no covering using cosmetics or bandages are allowed.

Qatar Airways’s cabin crew


If you look at the uniform you would think that Qatar Airways has the same policy as the ones adopted by the airlines mentioned above.


Qatar Airways does not allow tattoos no matter where they are located – PERIOD. The airline did not hesitate to make redundant senior employees when the policy was introduced.

How do you think did the interviewers find out about where their tattoos are? By stuffing remote cameras inside the candidates’ clothes?

Generally, any airline policy would say that cabin crew cannot have visible distinctive marks, be they scars, birthmarks or tattoos.

Normally a candidate is required to declare if she has any of such mark on her body and where are they exactly positioned.

If the candidate refuses to declare such marks, it would eventually be found out during the physical or medical examination stage. If they find a mark that you have not declared, you will be asked to go home.

Even if you get employed and decide to have a tattoo, your airline medical examination will uncover this and your employment contract will be ceased immediately.

Singapore Airlines is strict on tattoos as well. Although more liberal than Malaysia is, visible tattoos, scars and marks are not allowed to be on any of its cabin crew.

This is firstly because of the branding of Singapore’s icon. Whoever had read the book “Branding Strategy: The Singapore Airlines Story” would know what I mean. Branding in Singapore Airlines lingo means uniformity – Asian hair (no blonde Asians), Asian features, similar makeup, nails and service attitude. You cannot even talk on your mobile phone while walking in the Singapore Girl uniform.

Secondly, the branding of Singapore Airlines, or of any airline for that matter, is about superficiality. Being in an airliner is like being in a five-star hotel. Everyone wants to be served by a pleasant and well-groomed waiter/waitress, or in this case, stewards and stewardesses.

So it is not as easy as Air Asia’s claim of zipping up and you can become a cabin crew no matter if you have pock marks or pus-filled acne on your face.

Malindo Air’s cabin crew, like the ones Malaysia Airlines and Singapore Airlines have carry that image of elegance. You know you are not on board an Air Asia flight when on board any of the other three airlines mentioned.

In short, although it offers inexpensive fares, Malindo Air maintains its brand and class. It certainly does not feel like a no-frills airline.

If you look up the definition of no-frills you will see that it means, among others, providing only the basic necessary of service – in another word: CHEAP.

Pertahanan: Terhempas Atau Pendaratan Kecemasan?

Helikopter Sikorsky S-61A4 Nuri milik TUDM yang telah melakukan pendaratan cemas di SMK Balung, Tawau
Helikopter Sikorsky S-61A4 Nuri milik TUDM yang telah melakukan pendaratan cemas di SMK Balung, Tawau

Hari ini saya diajukan beberapa soalan dari berbagai pihak mengenai kejadian yang melibatkan sebuah pesawat helikopter Sikorsky S-61A4 Nuri milik TUDM di Sekolah Menengah Kebangsaan Balung, Tawau.  Untuk memudahkan penulisan, izinkan saya menulis dalam bentuk soalan-soalan yang telah diajukan kepada saya:

SOALAN 1: Media telah menggunakan perkataan “terhempas” namun pihak TUDM menggunakan istilah “mendarat cemas.”  Boleh Kapten terangkan perbezaan kedua-dua istilah tersebut?

Istilah “terhempas” menggambarkan suatu situasi diluar kawalan.  Sebagai contoh, pesawat mengalami kegagalan sepenuhnya fungsi alat kawalan yang mengakibatkan sesuatu pesawat itu terus jatuh diluar kawalan (uncontrolled descent).

Contoh-contoh dalam negeri yang terbaik termasuk kejadian helikopter terhempas yang mengorbankan Allahyarham Datuk Seri Jamaluddin Jarjis pada tahun 2015, dan kejadian helikopter terhempas di Sri Damansara pada tahun 1997.

Akibat kejadian “terhempas” kebiasaannya akan mengakibatkan kemusnahan total kepada kerangka pesawat, disertai kehilangan jiwa dan/atau kecederaan parah kepada majoriti penumpang.

Mendarat cemas” ataupun “pendaratan kecemasan” ialah suatu tindakan yang dilakukan sebagai respon kepada sesuatu kejadian kecemasan, contohnya respon juruterbang kepada kegagalan fungsi enjin pesawat. Dalam kejadian semalam pada pengamatan saya, juruterbang telah bertindak untuk cuba mendaratkan pesawat di suatu tempat lapang di antara dua blok sekolah menggunakan kaedah “auto-rotation” namun telah tidak cukup masa untuk mencapai kawasan tersebut.  Siasatan oleh pihak TUDM akan memberi lebih pencerahan mengenai kejadian ini.

SOALAN 2: Pada pendapat Kapten, apa punca kejadian? Adakah ia boleh dielak?

Semua kejadian boleh dielak. Namun kita tiak boleh menjangkakan sesuatu yang bakal berlaku walaupun semua langkah telah diambil untuk mengelak sebarang kejadian yang tidak diingini.  Contoh terbaik: Lewis Hamilton terpaksa keluar dari perlumbaan F1 di litar Sepang baru-baru ini walaupun sedang mendahului para pesaing lain akibat kerosakan enjin walaupun penyelenggaraannya amat baik.  Hanya siasatan terperinci dapat memberi gambaran punca kerosakan kepada pesawat Nuri tersebut dan juga kereta yang dipandu Lewis Hamilton tempoh hari.

SOALAN 3: Masalah teknikal dikatakan antara punca kejadian. Adakah wujud faktor tersebut atau Nuri itu sendiri tidak boleh diselenggarakan lagi kerana usianya yang sudah lanjut?

TUDM, sayap udara TLDM dan Pasukan Udara Tentera Darat mempunya rejim penyelenggaraan pesawat yang amat baik. Usia lanjut sesebuah pesawat itu tidak banyak memainkan peranan sekiranya penyelenggaraan adalah baik.

SOALAN 4: Adakah pesawat Nuri kita terlalu tua dan tidak sesuai lagi untuk latihan memandangkan komponen dan besi pesawat sudah uzur dan haus seperti didakwa sesetengah pihak?

Masih banyak varian Sikorsky S-61 yang masih digunakan di seluruh dunia termasuk juga yang digunakan oleh State Department Amerika Syarikat.  Malah ianya juga salah satu helikopter yang digunakan untuk mengangkut Presiden Amerika Syarikat.  Tentera Udara DiRaja New Zealand masih menerbangkan pesawat Hercules C-130 mereka yang sudah berumur 51 tahun. Usia pesawat bukan merupakan faktor.

SOALAN 5: Apakah sudah sampai masa Nuri digantikan bagi megelakkan insiden yang sama berlaku? Jika tidak, adakah Nuri masih lagi perlu digunakan?

Nuri adalah pesawat yang masih diperlukan.  Aset-aset Nuri TUDM juga kini diserapkan ke dalam Pasukan Udara Tentera Darat untuk tujuan “air mobility.” TUDM menggantikan pesawat Nuri bukan kerana usia atau masalah penyelenggaraan tetapi adalah kesesuaian peranan yang dimainkan oleh TUDM seperti Combat Search and Rescue, Special Forces Insertion and Extraction yang memerlukan helikopter berperanan khusus.  Pesawat Nuri juga telah melalui beberapa proses penambahbaikan kerangka dan avionics untuk menentukan ianya selaras dengan keperluan masa kini.  Ini termasuk peningkatan upaya gearbox, bilah kipas utama dan bilah kipas ekor dan pautan data digital. Malah peningkatan upaya pesawat Nuri dengan memperkenalkan “glass cockpit” atau kawalan digital sepenuhnya yang sesuai digunakan dengan teropong kegunaan malam (night-vision goggles) telah dilakukan untuk sesetengah pesawat Nuri.

Ini menunjukkan pesawat Nuri masih lagi relevan, terutama untuk tujuan pengangkutan saiz sederhana atau penghantaran platun infantri ke medan.

SOALAN 6: Apa nasihat, cadangan, pandangan Kapten kepada TUDM demi masa depan aset seperti Nuri dan keselamatan pengguna helikopter tersebut?

Kementerian Pertahanan perlu menentukan “end-user” mendapat bajet yang diperlukan untuk menentukan perolehan, pengoperasian dan penyelenggaraan aset-aset bukan sahaja TUDM, malah untuk Angkatan Tentera Malaysia amnya, dapat diteruskan dengan baik dan memenuhi doktrin Angkatan Tentera Malaysia.

Pesawat Sikorsky S-61A4 yang telah diserap oleh Pasukan Udara Tentera Darat
Pesawat Sikorsky S-61A4 yang telah diserap oleh Pasukan Udara Tentera Darat

Going Sul


9M-MTG, the aircraft that flew as MH132 during the event – photo credit Stefan Perkas


MH132 took off from Auckland on the 24th December 2015 and was headed towards Kuala Lumpur. 

Eight minutes into the flight the pilot queried the air traffic controller why was the flight being directed more South than the flight plan he had in hand. Airways, the agency that handles airspace traffic management in New Zealand told the pilot that that was the flight plan submitted to them by Malaysia Airlines’s Operations Dispatch Centre (ODC).

Many read only the headlines in various news portals and began to make fun of Malaysia Airlines. Already reeling from the wounds of MH370 and MH17, this latest incident isn’t the kind of publicity the airline would want to have. Even in Whatsapp groups that I belong to misinformed persons were making jokes of Malaysia Airlines. I had to correct their perception and so did a senior airline Captain in one of the groups.

Malaysia Airlines pilots do not make their flight plans. It is up to the ODC to do so and pilots fly the routes prescribed. The ODC will then submit the flight plan to the countries the aircraft will be flying from, over and to and the air traffic management agencies will then review the requested altitude and route and amend if necessary before clearing. A copy of the flight plan will then be dispatched to the flight crew involved.

Flying from Auckland to Kuala Lumpur will normally take a northwestern route passing, for example, Brisbane. However, due to headwinds caused by high-altitude jetstreams, or if severe thunderstorms are expected en route then a southwesterly route is taken – either passing over Melbourne or Sydney, before tracking northwesterly again towards Kuala Lumpur. In this case, the aircraft flew heading towards Melbourne before it was then directed towards Sydney and flew just south of the latter city. As a matter of fact, the aircraft landed in Kuala Lumpur nine minutes ahead of schedule. The aircraft would have had more than enough fuel for this route plus a buffer for diversions and the different routing was not a safety issue at all.
However, it is of my opinion that Malaysia Airlines should look into why was Airways not updated by the ODC when the pilots had been updated.

This occurrence is not something peculiar that it demands the negative publicity it received. It is just because it is Malaysia Airlines, an easy target for sensationalists.

Did Three Boeing 747-200s Suddenly Appear At The KLIA?

See the pic above.

This is how simple minds work. The above was posted by a local celebrity. Without further checking people like this celebrity simply put things down as facts, and brain-dead zombies take the “facts” as the truth.

The sad part is many believe the celebrity.
These aircraft were leased by MAS Cargo from Air Atlanta Icelandic, an aircraft leasing company. The latter sold these aircraft to their new owner. At the end of the lease, MAS Cargo parked them on the apron awaiting collection by their “new” owners who never turned up.
Those who travel frequently to and from KLIA for the past one year and a half would have seen these aircraft. They did not just appear as how simple minds would think so.

Then look at the pic below taken from Tony Puaka’s Facebook:


Tiny is another brainless buffoon whose mouth opens wide enough for us to see that there is abaolutely nothing inside the cavity in between his ears. Is Malaysia the only place where people abandon planes? If he uses the Internet to seatch for the truth rather than just to spread lies, he should have found this following link: 

Stop making up facts, and don’t show to others how less clever you really are.
The moral of the story is, if you don’t have the facts, don’t talk about it or make up stories about it like some has-been Prime Minister, or some low-class buffoon disguised as a politician, or a bimbo.