Location : Hanger 5, MAS Airlines Hanger Facilities at KLIA
Date : 18th April 2012
Day : Wednesday
TENTATIVE PROGRAMME
0800 hrs : departure from MSU to KLIA
0920 hrs : Arrival in Engg Hangar.
0935 hrs : Briefing by En. Ahmad Hisham behalf on MAS, specifically on function of Engg & Maint, Aircraft Maintenance Unit (AMU) section.
1005 hrs : Refreshment
1035 hrs : Hangar Visit with the foreman and technician
1300 hrs : End of Visit
INTRODUCTION MALAYSIA AIRLINES COMPANY
Malaysia Airlines started in 1937 when the Malayan Airways was registered in Malaya. The airline has been through many changes in name and image, until in 1966, in recognition of its potential, the Government of Malaysia and Singapore jointly acquired majority control of the airline and named it the Malaysia-Singapore Airlines (MSA) the following year. National aspirations lead to the restructure of MSA in early 1971, and this gave rise to Malaysian Airline System (MAS) in 1972. It became a public listed company in 1985, with shares quoted on the Kuala Lumpur Stock Exchange.
Having operated from the Subang base from 1972, the Engineering and Maintenance division of MAS expanded its operations in June 1998 to include a base at the new Kuala Lumpur International Airport (KUL), Sepang, with new well-equipped Engineering facilities. Line and light checks were carried out in KLIA, while the base at the Sultan Abdul Aziz Shah Airport, Subang (SZB) concentrated on heavy maintenance. A base for line and light checks, located at Kota Kinabalu International Airport (BKI), was also established to support East Malaysian operations.
Its current fleet includes Boeing 747-400, B777-200, Airbus 330-300, Airbus 330-200, Boeing 737-800 and Boeing 737-400. By the second quarter of 2012, Malaysia Airlines will also join the league of the Airbus A380 operators, when the first of the six aircraft ordered enters into service. The national carrier will be the eighth airline in the world to operate this biggest commercial aircraft.
Malaysia Airlines is set to join one world by end of 2012, adding one of aviation's most frequent award winners to the world leading quality airline alliance. When it becomes part of one world, its customer will gain access to the alliance's truly global network. It will expand one world's global coverage to almost 950 destinations in 150 countries, served by a combined fleet of more than 2,600 aircrafts operating some 10,000 flights a day.
In line with expansion plans and growth opportunities, the MAS Aerospace Engineering (MAE) was set up as a wholly owned subsidiary of MAS. Apart from carrying out all the maintenance work of MAS own aircraft, MAE also actively provides line and hangar maintenance services to foreign carriers from all over the globe. To date, MAE has performed maintenance services to over 100 third party customer from around the world and has successfully established itself as a MRO with international recognition.
MAE’s global influence is expanding not only through the worldwide customers being serviced, but also through the joint venture set up in Hyderabad, India, MAS GMR Aerospace Engineering Co. Ltd.” (MGAE) and its subsidiary MRO, MAS GMR Aero Technical Limited” (MGAT).
MAE’s success was globally recognised by the awards and ratings received
Global Leadership Awards 2011 (Firefly)
· Aviation Week's Overhaul & Maintenance Magazine
Top 10 Airframe MRO in the World (MAE - 3rd Position)
· Aviation Week's Overhaul & Maintenance Magazine
Top Airline Affiliated Maintenance and Repair Organisation (MRO) in the World (MAE)
· Aviation Week's Overhaul & Maintenance Magazine
Aviation Week and Overhaul & Maintenance Magazines
· 2009 Best Asia-Pacific Airline MRO Operation Award
Frost & Sullivan, Singapore
· 2009 Asia Pacific Frost & Sullivan Airframe MRO Centre of the Year
PARTNER AIRLINES
| | Air India Burbank, Hyderabad, Los Angeles, Melbourne, Mumbai |
| | Air Mauritius Mauritius |
·
| | Alitalia Burbank, Hyderabad, Los Angeles, Melbourne, Mumbai |
| | All Nippon Airways Fukuoka, Kota Kinabalu, Kuching, Langkawi, Narita, Nagoya, Osaka, Penang, Sapporo, Sendai |
·
| | Austrian Airlines Vienna |
| | British Midlands Lahore, London |
·
| | Cathay Pacific Airways Hong Kong, Penang |
| | Dragon Air Hong Kong |
·
| | Garuda Indonesia Darwin, Denpasar, Frankfrut, Jakarta, London, Medan, Paris |
| | KLM Royal Dutch Airlines Adelaide, Amsterdam, Auckland, Bergen, Brisbane, Brussels, Copenhagen, Gothenburg, Helsinki, Kota Kinabalu, Langkawi, Melbourne, Oslo, Penang, Perth, Stavanger, Sydney, Stockholm |
·
| | Korean Air Incheon, Penang |
| | Myanmar Airways International Yangon |
·
| | Philippine Airlines Cebu, Manila |
| | Qatar Airways Doha |
·
| | Royal Brunei Airlines Bandar Seri Begawan |
| | Silk Air Singapore |
·
| | Singapore Airlines Singapore |
| | South Africa Johannesburg |
·
| | Sri Lankan Airlines Colombo, Kuala Lumpur |
| | Swiss International Airlines Zurich |
·
| | Thai Airways International Bangkok, Phuket |
| | Transaero Airways Kuala Lumpur |
·
| | Uzbekistan Airways Tashkent |
REPORT THE DAY VISIT
Departure by 0750 in the morning with 38 participants which 35 persons of risk management subject and the rests are accompanying lecturer and bus driver arrive to Hangar 5, KLIA as have been proposed to the management of MAS Engineering and Maintenance Department. We have been welcomed by Encik Abdul Hamid Abdullah, Superintended of this department himself. Even though we were faced problem during security check which was the place that want to be entered were the higher restricted area. We had faced two checkpoint of security, one on the first gate and the second one was on the entrance of hanger.
After that, we had been given some briefing by Encik Ahmad Hisham; AMU Superintendent regarded general information of Engineering and Maintenance in MAS airlines. On the last 10 minutes, he was opened a questions and answer sessions. In this session, there were a lot of question regarding the engineering and risk purpose been asked. Then we have been treated with simple refreshment. Because of we were 37 persons; we have been divided into three groups. Which each of group would be assists by one technician. My group been handled by Encik Kamarul or Kmuda.
The hanger visits started at brake divisions. In here, we have been show sample of aircraft brake which was the both type of brake steel and carbon. The risk might be face by those partitions was the broken carbon and invisible of steel. Protections on those items were they have insured them because each sets of carbon might costs USD 1,266 each. Each of those item have their own serial number which always been inspect by the supervisor of this brake division. Because of the costs of buy the brake was reached a million ringgit, MAS have change their target which they developed this brake and use several time as long it can be use. If the brake cannot anymore can be used it would be disposed as scrap metal.
Each aircraft might face a lot of risk. Eventually, they should tightly follow the rules and regulation given by the world aviation standard. It has been dividing on three criteria which were on condition, condition monitoring and defeated by the law. Defeated by the law may occur in two conditions where failed function only could be replace new and by hook or by crock on its maturity must be replace. It was done to full fill insurance requirement.
After that we have visit the divisions of aircraft wheel and tyre. There were a lot of sizes of tyre and wheel. The wheel sizes were specified following the capacity and the weight of aircraft. Which the Boeing 747 use 22 tyres to support their landing while the weight was higher so this aircraft need more supportive on its tyres. Each tyre may costs around RM 100,000 included the hubs. Which the original tyre had been bought at United States to save the cost, recondition or rebuilt tyre back at Thailand.
The best past, we have been entertained to enter to the aircraft which on services and to be scrapped. On our briefing session, we have been mention, the cost maintenance of aircraft on the land were higher that on the sky because aircraft were designed to fly not landed. So, the maturity or expired of each aircraft were followed their useful life. When the maturity time was on time, the aircraft would be scrapped on to parts. Such as Air Atlanta aircraft that has been scrapped by them had been showed to us.
The risk would be face by the engineer on the maintenance of aircraft was the life accident in work place. Each worker has been covered by insurance. In the hanger, there were the place name of “EMERGANCY EYEWASH AND HANDWASH” with shower pipe and sink. Our moderator, En. Kmuda said it used for technician person which have been spit or incur by thinner, spirit or danger chemical during they doing their work. They would be bath before they had been sent to hospital. The sizes of fire extinguisher were triple bigger sizes from normal size that usually been used. The schedule and etiquette on working were very tight to make sure the unwanted accident reduce.
Another risk management of this department shows on each aircraft would be assist by Senior Engineer and Assistant Engineer. Each inspections work have been supervised by forth technician from A check the lowest inspection to D check the strongest one. This inspection on maintenance for each aircraft needed around 62 days and main power use around 20 persons from the B level of check. In every completed maintenance aircraft needed the signature of Senior Engineer for confirmations of safety to the aircraft to be fly off This signature might stand as long as six month because if any injuries happen under 3 month after the confirmations of safety, the engineer might be appointed. These shows how they keep maintain the standard, performance and most important avoided risk on aircraft when it flies off.
Impossibility to people like us who not very familiar with aircraft being comfortable if the engine were turned down, the panic situation was surrounded. For Pilot, Engineer and Flight Attendant they were known in each aircraft there have spare engine to support any emergencies could be faced when they fly. If one of the engine turned off eventually because of technical problem or else the other engine still can fly the aircraft and saved the journey because these engine were designed to support each other and reduced the pressures when they on the sky. Example of event might occur on four engines like Boeing 747, went to London.
Aircraft were created with cannot being shut down, so they have been build on additional engine at the back which it being called as APU to make it hibernate or they will support by underground power plug. Furthermore, the routine of aircraft being landed were limited, been turned off were something possible. If the power supply were cannot be provide, this aircraft would support itself hibernate by used the engine itself.
Each aircraft can be loaded by 300 pax and over. The risk would be face by the passengers were the low pressure on the cabin, because of that the pressures measure always being performed to make sure the aircraft support sufficient oxygen in cabin. If any emergencies occur on flight, the connection to call tower were always have been connected because the tower would given any necessary instruction to the Pilot.
Then, En.Kmuda have inform us that the linkage and sharing agreement between MAS and one world airlines were for wide their destination and reduce the costs of non-full aircraft for certain place. Because of the costs on maintenance only would reached around USD 1.7 million and they can spread to 800 additional destination.
The total worker on MAS hanger 5 were 639 persons, the probability faced unwanted accident was so high this is because the works area and their working type were open to the risk and riskier included expose on danger chemical and damages of aircraft parts when doing maintenance.
The salute we gave to security department, because of this hanger were fully secure by CCTV and the clocking by in charge safety person.
This tour ended after we all captured final photo together with our moderators.
CONCLUSION
From this visit we have been exposed with a lot of risk and responsible taken by all departments. Cooperation them were so harmonized to make their quality in the best mode and maintain their achievement. The higher risk may concern higher prevention to gain higher profit from running the aircraft industries. I am personally glad have an opportunity to be exposed in risk management reality venue of risk taken.
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