My 47 years in aviation, as an Airline Pilot, Manager, Trainer, and Vice President.
This blog is a reflection of my time in Malayan Airways, Malaysia-Singapore Airlines, Malaysian Airways, Malaysia Airline and finally Firefly!
(This blog excludes my time in India serving Jet Airways, Magic Airlines and Go Air for the period 1998 to 2007)
To God be the glory.
CADET PILOT TRAINING
How it all started-
Selected as Cadet Pilot by Malayan Airways ( Final Interview Pan33el consisted of Capt Jimmy Brown, Capt Flack, and Mr Wilfred Antoniz, Personnel Manager ); commenced 16 Apr 1963.
Departure Paya Lebar Airport, Singapore. 16th Apr 1963 sometime in the evening.
Below from Left: Ivan (partly hidden), Terence, Mama, Hilary, Papachen, me, Papa, Francis, TK Pow, Puru, Pow's Mum, Gopi, Pow's brother.
(Photo as be kind courtesy of T K Pow)
A newspaper cutting from Malay Mail, April 19th 1963 published below.
We were the 2nd Batch of Malayan Airways pilots that were sponsored by the company for pilot training in Scotland UK.
The four of us were in Course 19 - Airwork Services Training (AST), Perth, Scotland.
From Left: Roland, Pow T.K, Choo K.L, Foo C.W.
First time in London, England. All excited about it and visiting the the various sites like Piccadily etc.
Ended up the evening at sleazy Soho. Here's what we looked like there.
Foo and me shared the room below, while Pow and Choo were in another.
Below from left: TK Pow, me, Choo Kok Liang and Foo Chee Wah.
Airwork Services Training Perth
Scotland the beautiful was the location of Scone Aerodrome in Perthshire where we were to spend about 14-15 months completing the Commercial Pilots Licence (CPL) with Instrument Rating (IR).
It was an ideal setting for training of cadet pilots and engineers. Scone had 4 runways, all grass strips the longest being 05/23.
Here are some of the photos reproduced to reminisce those difficult but wonderful days.
Our Magazine cover in those days.
An aerial view of the aerodrome and its layout. Our dorms are located in the near foreground.
Below, the students dining room. We soon got sick of the same food week-in week-out, although the Scottish breakfast was a good start to the day.
This a typical classroom for our CPL/ALTP classes.
Cottages housing 4 rooms each. I shifted out from the dorm to one of these cottages after 6 months.
Below, the building that houses the Control tower, Club house, etc. After one attained a CPL he was admitted use of the facilities at the club house which was like an Officers Club frequented also by our Instructors. Meals were served here and there was nice bar to unwind.
A view of the apron and the flight briefing and control room in the background
It was good exercise walking to and fro from the dorms.
Below, one of the main streets where we used to gather on most weekends, after a night out at the Pub, to catch the bus back to the aerodrome. I think this is Tay Street (after the river Tay which flows through Perth).
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The four of us off to Ground School on a cold morning.
Below: in a Cessna 172
Below from left: CW Foo, Inderjit Singh Sekhon and me
Below photo of the Course 20 trio.
From left:
Tengku Shamsul Baharin, Mohammad Ali Abubakar and Arshad Rahman.
All three ended up as Captains in MAS but sadly all have since passed on.
A typical Dorm' behind us.
From left:
Front row - Me, Foo and Maurice De Vaz.
Back row: Choo, Val (? Burmese), Sekhon, Pow, Burmese, Paul Yap, the late Ng Kah Lok and Len McCully.
I returned from Perth in June 1964 having completed the Commercial Pilots Licence and immediately got into the business of reporting to our Paya Lebar Office and completing all formalities pre-flying training.
MALAYAN AIRWAYS
Malayan Airways- 1964: A summary of the Flight Crew then. All wonderful people then. Notice that the majority were expats and a handful of local Senior Captains.
THE PILOTS (As they come to mind) Danny Fenton (DFO) ; Jimmy Brown (Chief Pilot) ; Bill Woods; Charlie Chan ; Johnny Flack ; Douglas Chen ; John Hawkes ; Nagy Segar ; Joe Hutcheson ; Ong Tong Bee ; Pat White ; Len Sorrell ; Tommy Yee Teck So ; Bev Brown ; Teh Hock Ho ; Charlie Rosler ; Johnny Tai ; Ken Toft ; Nick Nichols ; Ambrose Tai ; Ian Laing ; Geoff Kirrage ; Ron Gilmour ; Wally Brunn ; A.C. Leong ; Harry O’court ; Ken Morley ; Y.Y. Fong ; Karl Young ; Jan Bussell ; Jim Couper-Johnson; Allan Morris ; Jimmy Butcher ; Don Cox ; Choi ; Johnny Muraille ; Tommy Duncan ; Hasim ; Tommy Soong ; Johnny Osmond ; John Pereira ; Neil Morison ; John McCausland ; Winkie Ho ; Dave Richards ; Jack Clegg ; Hayden Ashley ; Len McCully ; Andy Andren ; Maurice de Vaz ; Rusty Russell ; Harry Roderick ; Duncan Mclachan ; Roy Parker ; Amar Singh Gill ; Ces Zuber ; Colin King ; Peter Flanagan ; Victor Ma ; Michael Lai ; Kandy Kandasamy ; Vic Gurm ; M.S. Leong ; Jeh Yeh ; Stan Dinsdale ; Peter Owen ; Don McGuigan ; Bill Mortimer ; Al Virtue ; Wu Teh Wai, Terry Chiole.
F/O's Hassan Ahmad (went on to be the first Malay Captain in MAL/MSA) and later F/O Khairi Mohd. Both Hassan and Dato Khairi ended up being Director of Flight Operations in turn.
F/O's Hassan Ahmad (went on to be the first Malay Captain in MAL/MSA) and later F/O Khairi Mohd. Both Hassan and Dato Khairi ended up being Director of Flight Operations in turn.
Many of the above have passed on, however fond memories linger on and on. Our gratitude to them for the foundation they set to establish SQ and MAS on sound footing.
Course 18,19, 20 at AST (Airwork Services Training) Scotland: Maurice de Vaz, Len Mc'cully, Ng Kah Lok, Paul Yap, Inderjit Singh Sekhon, Choo KL, R A Thomas, Pow TK, Foo CW, Kwa HL, Mohd Ali, Tengku Shamsul, Arshad Rahman, Tan GC joined by Chong TM later.
Ng Kah Lok, Ali, and Tengku Shamsul have passed on.
Ng Kah Lok, Ali, and Tengku Shamsul have passed on.
THE GIRLS: Rosemary Tay (Chief Hostess) ; Susie Pang ; Kitty Murphy ; Ambi Kaur ; Maggie Koh ; Shirley Van Der Beek ; Betty Wee ; Maureen Weinert ; Molly Koh ; Jane Lim ; Milly Koh ; Evelyn Yeo ; Molly Woodford ; Kitty Kong ; Evelyn Teo ; Lily Chen ; Dorothy De Sourza ; Patsy Chan ; Helen Soong ; C.M.. Rodrigues ; Honey Leung ; Betty Lee ; Diana Cheung ; G. Rodrigues ; Velge - ; Violet Lee ; Chiu – ; Thio - . Amy Lim ; Nancy Liu
Below, Malayan Airways Cabin Crew (all females) standing on the pax boarding steps of a DC-3 in 1963:
The pre-1963 route structure for MAL was:
The Logo
Notice the crew uniform in those days which changed when I joined.
My first training on commercial aircraft began on the DC-3's in 1964.
Rank of Second Officer. Completely lost at first.
Trained by Capt Winkie Ho, an ex-WW II pilot who flew for China.
Gradually got to love this aircraft whilst serving a two month stint in Jesselton, Borneo (now Kota Kinabalu) - we had lots of handling experience that laid a good foundation for years to come.
My gratefulness especially to Capt's Ian Hogg, Roy Nichols, Harry A'court, Leo Hughes and Robbie Robertson the team in Jesselton then.
Jesselton was the last of my bachelor days as I got married 6 months later on return to Singapore base. Only 22 years old!My gratefulness especially to Capt's Ian Hogg, Roy Nichols, Harry A'court, Leo Hughes and Robbie Robertson the team in Jesselton then.
1964 -Second Officer on DC-3's and later on in the year, F27-200's.
A DC-3 cockpit - similar to that we use to fly.
A DC-3 cockpit. To recollect some of the items:
Autopilot controls -the black panel in the centre, the engine controls consisting of 2 sets of Throttles (black), Mixture control (red knobs) and the Prop Pitch control (white). Remember the wobble pump? Gear lever is beside the Copilot, Cowl gills on the right side beside the Copilot. Instruments were basic DG, AH etc with nil navigational aids except for the NDB's which were hardly reliable and always inaccurate during weather, when needed most.
The side windows could be opened in flight and we could get a good dry hair shampoo by placing the head near a partially open window
Lost my black tie through this window once, whilst flying from Sempang (now the Sungai Besi Airport) to Ipoh. Somewhere over Slim River?
I think the Captain was Merv Celand.
Those were days of real flying with no pressurization, no weather radar, and flying through the thick thunder storms. When in rain clouds (cumulo nimbus), water used to pour in.
We used to operate the early morning newspaper run at 3am in the morning from Singapore to KL and onward to Ipoh, Penang and return. 6 sectors man!!! They don't make them like they used to! Good foundation for young copilots.
What I loved most was the hot tomato soup served after takeoff by the air hostess just after lift off at 3:35 am. Of course the soup used to spill all over if we ran into weather, invariably over JB. The Air hostesses in those days were so reassuring and capable and made a difference to the whole flight .
Above, a Malayan Airways DC-3, Dakota, flying over Singapore Harbour towards Saint John island?One of my typical logbook entries:
11th Jul 1964. 9M-ALO - Capt Celand ; ML 106/ 153.
Flight referred to as the newspaper run!
Times in GMT. Malaysia and Singapore were then GMT +7:30.
SIN-KUL, - 1933- 2058 (Start at 3 am in the morning!!!)
KUL-IPH, - 2229-2322 ( Sun has just risen!)
IPH-PEN, - 2332-0006
PEN-IPH, - 0035-0110
IPH-KUL, - 0119-0206
KUL-SIN. - 0229-0305 ( Arrive S'pore at 10:35 am)
Total Duty period- 9 Hours approx and doing SIX sectors.
Mind you with no cockpit air conditioning, no weather radar, and no navigational aids. Navigation was done by dead reckoning, map reading and landmarks.
Note: The turn-around times - 13 mins and 9 mins repspectively at IPH - There is no big a deal about LCC's 40 years later, doing 15 min turn-arounds? We really used to work our butts out in those days. Let this be a reminder to those flying today, including my son Andre, on what work really was in the good ole' days.
We are quite spoilt these days, yes?
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Then MAL became MSA!!!
We started off with the Comet 4C, leased from BOAC. These were wonderful overpowered aircraft. Carried 72 pax I think with 4 RR Avon engines. Had a 1st and EY class. Never heard of Business Class in those days. Served as a F/O on these from 1965 to 1968 when I transitioned on to the B707's as a Senior F/O ( obtained my ALTP in 1967)
A video advert of MSA made in the early days - Click 2 Links below to view:-
https://youtu.be/BRUOiwzmkQA
https://youtu.be/IfXGJW2f8Js
In 1966 the Airline was renamed Malaysia-Singapore Airlines after both Governments attained major share holding.
1967- First Officer on a Comet 4C. with the late Capt Tommy Yee Teck Soh.
(Tommy also spent time serving MAS in the early 1980's as Simulator Instructor on B737's.)
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Below: MSA Comet 4C. Notice registration 9V-BAT.
Apr 1968- MSA had purchased 3 brand new B707-312's . I happened to be on the first conversion course conducted in Seattle, Washington. Crew for this 1st course were Capt's Charlie Chen, Douglas Chan, Ken Morley, Tommy Soong; First Officers David Leong, Pow TK, Eric Tai, and me; F/E's Derick Chua, P.S Lee and Danny Cheng and one other. Four sets in each course.
Here are some of the snapshots I have managed to retrieve of an old 8mm movie in relation to this stint in Seattle. Capt Chen, Chan and Morley were management Capts.
Below: Postcard of the Camlin Hotel in Seattle where I stayed 2 months.
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Below: With F/E Derek Chua, Pow in Seattle. F/E P.S. Lee is the one taking the movie.
Below: Breakfast at The Kansas City Steak House with from right: Capt Charlie (SK) Chan, TK Pow and F/E P.S. Lee.
Another photo of the same event.
1968- promoted to Senior First Officer (3-bars).
Below 1969- A MSA B707-312 flight Ex Tokyo Haneda.
This was a an early morning departure ex-Haneda for Taipei, Hong Kong and Singapore. Our night-stop hotel was the Maranuchi, near Tokyo Central Station.
The late Capt BS Gurm was in Command (extreme right) with Capt Lenny How under training. The two hostesses from the bottom are, Dolly (gosh! she was the sweetest then) and Sato (san). I am 8th from the bottom. Notice that Cabin and Tech crew had similar jackets and the girls' their 'Pierre Balmain' designed uniform, which has not changed to this day and has been an established 'Singapore Girl' image.
This is consistency!
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1969 - Ex SYD - Note the Male Cabin Crew uniform has now been transformed.
I am standing at the bottom of the stairs with Capt John Blackman and Flt Eng (F/E) Derek Chua. Can only name two of the Cabin Crew: Randel Demello and Albert Ho.
The days in MSA are fraught with memories and in particular the ground staff that supported the flights. Here's a comment from one them who later continued with MAS and rose to the position of Operations Admin Manager. In those days titles didn't reflect the equivalent to today's highly glamorised positions.
Sheik Mashoor Mattar comments on WhatsApp:
"Reading through Capt Thomas's blog, I can personally visualise the actual goings on during the MSA days. I too worked under DFO/Capt Jimmy Brown n Capt Flack.
Our Ops Admin Mgr was Arthur Fishwick.
My immediate boss in Flt Ops was John Meredith.
Flt plans was manual those days and done by Qantas expats.
Local Flt Dispatchers were Dudley Leicester, Yap Kee, Pang tm, Roger Chee n me.
I knew all the pilots mentioned when they were second officers. Those were the days in Singapore.
In 1970 a lot of us came back to join MAS n that was the beginning of another chapter of our careers."
Thank you Mashoor for bringing to remembrance the names of the support team in Flight Operations (4th Floor!)
Fokker Captain
My first command on the F27's was in 1970, nearly 7 years after commencement my career in aviation.
Below as a young Captain in an F27 left seat. Decided to sport a beard to appear more authoritative (A father of 3 boys then but only 26 yrs old - still a young playful chikko!)
[Later on, when in MAS, we maintained this minimum age (26) for command as the basic criteria. When I joined Jet Airways as Deputy Vice President Flight Operations and a year later as Vice President, there was no age limit. Pilots were promoted even at the age of 23! The Jet Board of Directors were appalled by this and requested me to re-examine the criteria for Command. I introduced the minimum age of 25. There was strong resistance to change from the pilots initially but then, as with all changes, it was gradually accepted.]
These photos taken by my JB classmate Wong Choon Leong, who was a passenger on this flight.
1970 F27 9V-AOJ - (Looks like) transit PEN, with the late Capt Mohd Ali. In those days we use to 'double-up' as Captains either due to the shortage of copilots or roster constraints. The late Capt Johnny Osmond (wondeful man) was our Fleet Captain.
Recognise any of these Cabin Crew pioneers?
Spring George, Edmund Read, SEP Instructor Theena' Naidu.
Above: Official launch of MAS by the Dy PM YAB Tun (Dr) Ismail, with our first Chairman MAS Raman Iyer (pre-operational) on his right and on his left YB Tan Sri (later Tun) Sardon the Minister of Transport.
Photo below My first International ferry in Command - Arrival from Seattle of our 3rd B737-200 (9M-AQP) at the International Terminal in Subang. The ferry had layovers in London, Athens and Delhi.
[After 1 month in Seattle and being exposed to Aircraft Technical Acceptance by Capt Laurie Clark of Qantas, it was great to be back, especially to see the family again.]
The Terminal below was eventually named Terminal 1, with two others being built later to separate domestic, regional and international flights.
At the same function we see from left, Capt M.S Leong (Uncle Leong SQ), me, Paul John, Capt Winkie Ho (Daddy SQ) and Ragunathan. Paul and Ragu had just left SQ and joined the young MAS team as Flight Engineers on the B707's.
PS. Regarding the only B737 Hijack in our history (the 2014, MH 370 disappearance though, could be a skyjacking yet to be determined) as Fleet Manager B737's I was very much involved. The DCA Investigator, Col (rtd) Charlie Quek was in charge and provided me a copy of the Voice Recorder transcripts for analysis. It was quite chilling listening to the recording and placing oneself in the same situation. The recording didn't have much clarity as there were a lot of background noises. It was only after this crash that it became mandatory that the Cockpit voice recorders (CVR's) be also hooked on to "hot mikes" ie our pilot boom mikes. This allowed cockpit recordings to have many more pick-up points for clarity and accuracy.
The Link address below is a Video made titled "Fallen Heroes". It is based on the Hijacking. I would recommend watching this to provide additional details to that above. (Note it also includes the MH 370 and MH 17 which occurred 37 years later).
For this King's Charter all other Departments got involved to ensure the safety and operational success. The areas of Engineering support, Flight Planning, Operations Control, Catering, Cabin Services, and others. The King's visit would be to Bangladesh (Dacca), India (New Delhi) and then Pakistan (Rawalpindi, Lahore, Karachi). His Royal Highness was the Sultan of Kedah.
First stop was Dacca and then New Delhi.
Below: we had just arrived at Delhi and our King is just about to walk down the steps to be met by PM Indira Ghandi (left of the red carpet) and the President of India, V.V. Giri.
After Delhi it was to the Pakistan capital, Rawalpindi. On the descent into 'Pindi we were escorted by 5 F5's.
[Later on, when in MAS, we maintained this minimum age (26) for command as the basic criteria. When I joined Jet Airways as Deputy Vice President Flight Operations and a year later as Vice President, there was no age limit. Pilots were promoted even at the age of 23! The Jet Board of Directors were appalled by this and requested me to re-examine the criteria for Command. I introduced the minimum age of 25. There was strong resistance to change from the pilots initially but then, as with all changes, it was gradually accepted.]
These photos taken by my JB classmate Wong Choon Leong, who was a passenger on this flight.
Note: Beard removed!
1970 F27 9V-AOJ - (Looks like) transit PEN, with the late Capt Mohd Ali. In those days we use to 'double-up' as Captains either due to the shortage of copilots or roster constraints. The late Capt Johnny Osmond (wondeful man) was our Fleet Captain.
1971- Captain B737-200's (MSA).
[I have included a shareable Link below for you to view a 1972 MSA Video Advert. I was on the B737-200's at this time]
https://drive.google.com/file/d/0B-dHocxugW8RM3NJRmZFdURUU0E/view?usp=sharing
In 1972 the split of the Airline was looming, MSA into SIA and MAS. The Malaysian Government had decided that they wanted to form their own National Airline rather than being a part shareholder of MSA.
While the complex process of separation was taking place we senior pilots for MAS, namely Capt Hassan, Capt Khairi, Mohd Ali, Tengku Shamsul and myself were involved in numerous meetings. I was also the Secretary to the Pilots Association then and involved in the set-up of a seniority system for those joining MAS. Capt Dick Evans was the President who eventually joined MAS too. At an Association EGM, the majority of pilots joining MAS accepted the proposed "straight-line seniority system"- based on the date of joining. This created a lot of disgruntlement among some pilots who stood to loose out - affecting mainly the Ex-Airforce (RMAF) pilots who were already Commanders in MSA but with a lower date of joining.
(This straight-line seniority system exists even today in MAS/MAB)
Below: A photo below reminiscing the get together we had pre-MAS days in Singapore.
Capt Hassan (the one with the 'PoP') was the first Malay Airline Captain and the most senior.
Below From left: Tengku Shamsul (partly hidden), Capt Mohd Ali, me, Capt Hassan. The first two have since passed on.
MALAYSIAN AIRLINE SYSTEM (MAS)
Arrival of our first B737- 200 aircraft from Seattle.
Capt Hassan was in Command. Notice how Capt Dobson (he was our first Head of Flt Ops and under train during the ferry) is eyeing Hassan. Lol
In the meantime MAS had already been formed but the majority of pilots had yet to be released by MSA to join MAS.
The pre-operational MAS team prior to the startup:
Below photo of the young Senior Managers, Managers, Controllers we had at pre-startup - no Pilots yet. Qantas was the main stay behind the set-up of the Airline.
Our GM Manager was Tan Sri Saw Huat Lye who became an excellent Head of the Airline. In fact most of the Managers were of high quality and dedication.
Some of those in the photo are:
Seated: Lee Siew Poh, Md Shah, Tan Sri Saw HL, Tan Sri Aziz, Samsuddin and ?.
Others seen in the photo are Ramachandran (IR), Cess Morgan (Tech Services), Edmund Read (Inflight), Poobalasingam (Econs), etc.
[Post Script: Our first GM, Tan Sri Saw Huat Lye passed away on the 11th Oct 2016. Below a photo of him (centre), with Tan Sri Aziz (extreme right) who took over, and Dato Kamaruddin, the last of these three great leaders of MAS during its glory days.]
Senior Malaysians pilots were expected to be the foundation of the airline with the assistance of expatriates from Qantas. Captains Hassan, Khairi, Ali and me, joined MAS as Captains with B737 experience. The rest were Expats who had to be converted and then trained on route by the three of us.
While Capt Hassan performed the first ferry flight under supervision from Seattle to Kuala Lumpur, Capt Khairi and me performed the remaining 6 ferries.
Our Logo then:
I am standing 3rd from left.
[I have included a shareable Link below for you to view a 1972 MSA Video Advert. I was on the B737-200's at this time]
https://drive.google.com/file/d/0B-dHocxugW8RM3NJRmZFdURUU0E/view?usp=sharing
In 1972 the split of the Airline was looming, MSA into SIA and MAS. The Malaysian Government had decided that they wanted to form their own National Airline rather than being a part shareholder of MSA.
While the complex process of separation was taking place we senior pilots for MAS, namely Capt Hassan, Capt Khairi, Mohd Ali, Tengku Shamsul and myself were involved in numerous meetings. I was also the Secretary to the Pilots Association then and involved in the set-up of a seniority system for those joining MAS. Capt Dick Evans was the President who eventually joined MAS too. At an Association EGM, the majority of pilots joining MAS accepted the proposed "straight-line seniority system"- based on the date of joining. This created a lot of disgruntlement among some pilots who stood to loose out - affecting mainly the Ex-Airforce (RMAF) pilots who were already Commanders in MSA but with a lower date of joining.
(This straight-line seniority system exists even today in MAS/MAB)
Below: A photo below reminiscing the get together we had pre-MAS days in Singapore.
Capt Hassan (the one with the 'PoP') was the first Malay Airline Captain and the most senior.
Below From left: Tengku Shamsul (partly hidden), Capt Mohd Ali, me, Capt Hassan. The first two have since passed on.
B707 Boarding Pass - MSA
Note Airlines hadn't computerized then.
Rare photo of the 3 airlines during the Transition - Taken in Paya Lebar, probably after Sept 1972 - Just after our first B737 aircraft had arrived.
MALAYSIAN AIRLINE SYSTEM (MAS)
Arrival of our first B737- 200 aircraft from Seattle.
Capt Hassan was in Command. Notice how Capt Dobson (he was our first Head of Flt Ops and under train during the ferry) is eyeing Hassan. Lol
In the meantime MAS had already been formed but the majority of pilots had yet to be released by MSA to join MAS.
The pre-operational MAS team prior to the startup:
Below photo of the young Senior Managers, Managers, Controllers we had at pre-startup - no Pilots yet. Qantas was the main stay behind the set-up of the Airline.
Our GM Manager was Tan Sri Saw Huat Lye who became an excellent Head of the Airline. In fact most of the Managers were of high quality and dedication.
Some of those in the photo are:
Seated: Lee Siew Poh, Md Shah, Tan Sri Saw HL, Tan Sri Aziz, Samsuddin and ?.
Others seen in the photo are Ramachandran (IR), Cess Morgan (Tech Services), Edmund Read (Inflight), Poobalasingam (Econs), etc.
[Post Script: Our first GM, Tan Sri Saw Huat Lye passed away on the 11th Oct 2016. Below a photo of him (centre), with Tan Sri Aziz (extreme right) who took over, and Dato Kamaruddin, the last of these three great leaders of MAS during its glory days.]
Senior Malaysians pilots were expected to be the foundation of the airline with the assistance of expatriates from Qantas. Captains Hassan, Khairi, Ali and me, joined MAS as Captains with B737 experience. The rest were Expats who had to be converted and then trained on route by the three of us.
While Capt Hassan performed the first ferry flight under supervision from Seattle to Kuala Lumpur, Capt Khairi and me performed the remaining 6 ferries.
Our Logo then:
EARLY YEARS OF MALAYSIAN AIRLINE SYSTEM (as it was called then)
Various Potpourri
Our humble Cabin Services Building when we commenced in 1972. I am standing 3rd from left.
Recognise any of these Cabin Crew pioneers?
Spring George, Edmund Read, SEP Instructor Theena' Naidu.
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Above: Official launch of MAS by the Dy PM YAB Tun (Dr) Ismail, with our first Chairman MAS Raman Iyer (pre-operational) on his right and on his left YB Tan Sri (later Tun) Sardon the Minister of Transport.
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Photo below My first International ferry in Command - Arrival from Seattle of our 3rd B737-200 (9M-AQP) at the International Terminal in Subang. The ferry had layovers in London, Athens and Delhi.
[After 1 month in Seattle and being exposed to Aircraft Technical Acceptance by Capt Laurie Clark of Qantas, it was great to be back, especially to see the family again.]
Today this whole building has been demolished and a huge aviation plant has been built(?).
Note the, now non-existent, familiar aircraft Bays (5,6,7,8,9 10) at Subang. A BOAC VC-10 on the left.
Back to the story
Below Dec 1973- We stayed in the Crest Hotel throughout whilst undergoing Ground school and Simulator at the Qantas School. It was a again a lonely period for us, away from family and friends - especially for me as it stretched through Christmas and New Year.
[Recall, I had already done the 707 course with Boeing in 1968, but for currency had to repeat the full endorsement. A pilot, in an expanding airline would have to complete many Conversion courses in the course of his aviation career.]
Below: Walking up the ramp, looking up at the waving gallery where my wife and the children were waiting to welcome me back after being two months away in Seattle. I am accompanied by Capt Len Kidd who was the Boeing Captain assigned to assist us in training our 737 pilots. The only in-house Instructors we had then were Capt (Dato later) Khairi, me and later Capt Md Ali. We had the task of Line Training all the pilots that had completed the B737-200 course - mainly consisting of expatriates Captains.
Above: Aircraft Tails of our B707, B737 and F27.
Below a collage of the above:
30th Sept 1972.
The blessing ceremony of our 1st B737-200 by Yang Behormat Tun Dr Ismail our Deputy PM and the Minister of Transport Tun Sardon.
More Potpourri
Our First Batch Cabin Crew
CFS Ralph Davis and Amarjit Kaur plus one other below:
Cabin Crew with CFS Mohan Singh below:
(We really should have fought for the rights to the MSA Pierre Balmain uniform for the Stewardesses)
Above: Aircraft Tails of our B707, B737 and F27.
MAS Milestones
Below a collage of the above:
30th Sept 1972.
The blessing ceremony of our 1st B737-200 by Yang Behormat Tun Dr Ismail our Deputy PM and the Minister of Transport Tun Sardon.
Some of our early MAS Ads
The Board of Directors 1972/1973
Below: 9M-APV, F27
9M-ALN, DC3
9M-AQT, B707-312
The 3 different aircraft tails during transition.
Our Management Team 1972/1973
Back to the story
Six months after start-up I was appointed Fleet Captain B737's - managing the Line function for Flt Ops.
Then came the introduction of the B707's soon after. MAS purchased "2nd hand", but very well maintained B707-338's from the Qantas fleet. Spurred on by Qantas expertise and our desire to go International after just more than a year, the Airline commenced 707 operation in January 1974.
To anticipate this, in November 1973 the lead pilots of Hassan, Khairi, me and Ali had to commence B707 training with Qantas in Sydney and then flight training in Avalon.
All Ground training for Engineers, Pilots, Cabin Crew and Operations Personnel was conducted at the Qantas Training Centre at Mascot. Then came the introduction of the B707's soon after. MAS purchased "2nd hand", but very well maintained B707-338's from the Qantas fleet. Spurred on by Qantas expertise and our desire to go International after just more than a year, the Airline commenced 707 operation in January 1974.
To anticipate this, in November 1973 the lead pilots of Hassan, Khairi, me and Ali had to commence B707 training with Qantas in Sydney and then flight training in Avalon.
Below Dec 1973- We stayed in the Crest Hotel throughout whilst undergoing Ground school and Simulator at the Qantas School. It was a again a lonely period for us, away from family and friends - especially for me as it stretched through Christmas and New Year.
Below: Qantas Flight Operations Training Centre at Mascot, Sydney where all Ground School Training was conducted. Manager Operations Dispatch (later held the position of OAM), Sheikh Mashoor Mattar at its entrance. (Mashoor was ex-MSA staff from Singapore. Refer his comments on MSA Dispatch, earlier on)
Below, 43 years later: Mashoor with Ashok Kumar, at a MH gathering Sept 2016.
Below - Dec 1973 - Final phase of my B707-338C training by Qantas - doing circuits and landings at Avalon (near Melbourne).
The Qantas owned airfield is located top right corner ('we are on a wide left downwind')
Below - Dec 1973 - Final phase of my B707-338C training by Qantas - doing circuits and landings at Avalon (near Melbourne).
The Qantas owned airfield is located top right corner ('we are on a wide left downwind')
Below, Ali and I had just completed an exhaustive conversion training check on B707's.
Capt Eric Chaseling (Snr Flt Inst, Qantas) conducted the check. Our legs were weak at this stage due to the amount of constant rudder we had to apply to fly with simulated engines out! One Aussie Instructor over drinks told us that the only way to have strong legs was to eat more sausages!
Capt Eric Chaseling (Snr Flt Inst, Qantas) conducted the check. Our legs were weak at this stage due to the amount of constant rudder we had to apply to fly with simulated engines out! One Aussie Instructor over drinks told us that the only way to have strong legs was to eat more sausages!
Notice we are all packed below, waiting for the van to take us back to Melbourne to catch the earliest flight home. It had been a long tough conversion period having spent Christmas and New Year away from the family.
1974, 14th Jan- Promoted to Fleet Captain B707 fleet and also Flight Instructor (Feb 74) on B707's.
Photo below: Back in KL at Capt Hassan's party for Flt Ops Staff at his Jalan Ara home. Capt Hassan was at this stage was our Chief Pilot.
From Left: CFE Ragunathan, Capt John Downie (I did his line training on B737's), Naban (as a young boy then), Nyanam, Mrs Downie, and me in 'pink'. Incidentally the other lady in pink seen seated between Naban and Nyanam is my ex-wife Ann.
Capt Downie was an ex-PNG pilot.
From Left: CFE Ragunathan, Capt John Downie (I did his line training on B737's), Naban (as a young boy then), Nyanam, Mrs Downie, and me in 'pink'. Incidentally the other lady in pink seen seated between Naban and Nyanam is my ex-wife Ann.
Capt Downie was an ex-PNG pilot.
Below: Another function. This time held at Capt Jack Bird's residence.
From left: Azman, Capt Bird, Capt John Sears and Capt Hassan's wife Khatijah
Below: Arthur Reynolds and his group of recently promoted Captains threw a Command party (1st Command) at the PJ Hilton. This was a tradition since the MSA days. Unfortunately our modern generation of pilots have dispensed with this MAL/MSA practice, as they have in many other areas of tradition. Pity!
From Left: Yaakub, the late Capt Baboo Ganjoor (who was tragically shot by a hijacker. The hijacker also killed the FO and then himself. The B737 crashed at Tanjong Kupang, Johore. For more of this click video Link below), Mrs Hughes, Capt Arthur Reynolds, Roland, Capt Yogeswaran (Joe), Capt Leo Hughes, Capt Harrington.
At the same function we see from left, Capt M.S Leong (Uncle Leong SQ), me, Paul John, Capt Winkie Ho (Daddy SQ) and Ragunathan. Paul and Ragu had just left SQ and joined the young MAS team as Flight Engineers on the B707's.
PS. Regarding the only B737 Hijack in our history (the 2014, MH 370 disappearance though, could be a skyjacking yet to be determined) as Fleet Manager B737's I was very much involved. The DCA Investigator, Col (rtd) Charlie Quek was in charge and provided me a copy of the Voice Recorder transcripts for analysis. It was quite chilling listening to the recording and placing oneself in the same situation. The recording didn't have much clarity as there were a lot of background noises. It was only after this crash that it became mandatory that the Cockpit voice recorders (CVR's) be also hooked on to "hot mikes" ie our pilot boom mikes. This allowed cockpit recordings to have many more pick-up points for clarity and accuracy.
https://drive.google.com/file/d/0B-dHocxugW8RNFJlVUQ1ZFRsRTQ/view?usp=sharing
March 1974 - Below: In the cockpit of a B707 conducting route training on another Captain. (I was an Authorised Examiner on B707's. They call it TRE/TRI these days)
December 1974 - As Fleet Captain, had the responsibility to plan and organise the Flt Ops aspects for the DYM Yang Dipertuan Agongs' (our King) trip to the Indian Sub-continent. March 1974 - Below: In the cockpit of a B707 conducting route training on another Captain. (I was an Authorised Examiner on B707's. They call it TRE/TRI these days)
The good old B707-338 (ex-Qantas)
Below: Me in a B707 with F/O Larry Cheah who years later became my Dev Capt B737.
I still have a fondness for the B707's, in particular, the sound of those PW fan engines spooling up for Takeoff. Not forgetting those numerous early morning sessions I spent training pilots. (Due noise pollution and peak Traffic movement Training sessions were conducted between 0100 - 0600 hours)
For this King's Charter all other Departments got involved to ensure the safety and operational success. The areas of Engineering support, Flight Planning, Operations Control, Catering, Cabin Services, and others. The King's visit would be to Bangladesh (Dacca), India (New Delhi) and then Pakistan (Rawalpindi, Lahore, Karachi). His Royal Highness was the Sultan of Kedah.
First stop was Dacca and then New Delhi.
Below: we had just arrived at Delhi and our King is just about to walk down the steps to be met by PM Indira Ghandi (left of the red carpet) and the President of India, V.V. Giri.
Delhi - with F/E P.C Tan (now Karim Abdullah).
Below: At the residence of the High Commissioner India with Diplomatic staff.
Below His Highness was met by the late PM Zulkifli Ali Bhutto. His Highness is descending the steps.
Below: With F/O S A Tan
Below: Seen here with Capt Tengku Shamsul Bahari, awaiting Departure Rawalpindi for our next stop Lahore.
Dec 1974- The whole VVIP Charter cockpit crew ex- Rawalpindi.
From left: FE Karunyam, Tengku Shamsul, FO S.A Tan, Roland, and FE P.C Tan (later known as Karim Abdullah) - Shaky Pakistani photographer?
Below: The Agong's son in the cockpit with us from Lahore to Karachi. Capt Tengku Shamsul is flying this penultimate leg. I wonder where this young Price is now?
Back in Seattle, for my 4th B737 Acceptance and Ferry. It would be MAS's 9th B737 which was a QC (Quick Change) version allowing us to carrying cargo in the upper deck if so desired.
Below: Yours truly awaiting departure Rawalpindi, Pakistan
The Ferry team touring Rawalpindi on a dayoff.
From left; Tengku Shamsul, P.C Tan, Karuyam, SA Tan, Dick Best (Maint Engineer from Qantas) and Edwards (in charge of catering uplifts for the VVIP tour) and me.
Below: The Agong's son in the cockpit with us from Lahore to Karachi. Capt Tengku Shamsul is flying this penultimate leg. I wonder where this young Price is now?
Sometime before a decision was made to acquire DC-10's toour fleet Boeing brought a B727 to KL for demonstration purposes. Good sales attempt to get us to replace the B707's with B727's.
Below some of their guests on the Demo light.
From left and going backwards:
Capt Hassan, Ahmad, our Chief Pilot, VP Sales Boeing, myself, our Tech Services Mng, behind me is Bernard Thomazios, behind him our CPO PJ the late SAC Antony Petrus.
Just noticed I am without my beard. Bell bottoms and thick heeled shoes. Hmmm.😎
An advert in Australia - the advent of B707 operations into Melbourne and Sydney
1975. 1st Jan 1975, promoted to Deputy Chief Pilot (Tech Development). Capt Hassan was the Chief Piot and Capt Khairi the Deputy Chief Pilot (Training).
This position was created to cope with the Technical Development and expansion of the airline with the advent of the DC-10's the following year (and be known to us then, the A300's B4's in 1979). MAS had decided on the purchase of 3 DC-10-30's to be introduced in 1976.
Back in Seattle, for my 4th B737 Acceptance and Ferry. It would be MAS's 9th B737 which was a QC (Quick Change) version allowing us to carrying cargo in the upper deck if so desired.
Capt Jack Bird (our Dir of Flt Ops) had decided that I train/expose someone to conduct Acceptance checks on B737's. Capt Chong C.Y, was selected as Asst Dev Capt and would look after the B737 fleet as I undergo a DC-10 course (Mar 1976) and subsequently handle its introduction/ induction.
Below Boeing Field - Delivery Line- Seattle; planes ready for Acceptance and fly-away. MASs' is the 3rd from right. The scene was in 1975 but today this whole area is bigger and able to accommodate more aircraft.
Below Boeing Field - Delivery Line- Seattle; planes ready for Acceptance and fly-away. MASs' is the 3rd from right. The scene was in 1975 but today this whole area is bigger and able to accommodate more aircraft.
30th Oct 1975.
After Accepting the 9th B737 aircraft we were now ready to fly back. This time the family travelled with me.Below I am just about to prepare for Departure.
Below: Pax and my children Ann (ex-wife) boarding the aircraft.
Below: Pax and my children Ann (ex-wife) boarding the aircraft.
Look at my second son, Andre, his stride is the widest and 'yes' he beat the others to enter the cabin first. He is the only one who has taken after me and is currently a B777 Captain with Singapore Airlines.
From Left: Boeing guest, Sean, Ann, Guest's wife, Andre, Gene.
Notice how the first two are rushing to enter first
All ready to go.
Below: Capt C.Y Chong who performed F/O duties. Capt Wong HH was the navigator, to meet legal requirements.
A brand new B737, 9M- MBI
London - Istanbul- Bahrain Night stop.
9M-MBI was our first QC (quick change) version - pax/ cargo, hence the large forward loading doors.
Below (L-R): F/O Wong HH (Pilot cum Navigator), Capt Jack Bird, Capt Chong C.Y, and me. Notice the side cargo door open for cargo off-loading.
Our Director of Engineering and me as 1st Class passengers. Yes in those days smoking was allowed on aircraft in specific areas provided the No Smoking sign was OFF.
From Left: Boeing guest, Sean, Ann, Guest's wife, Andre, Gene.
Notice how the first two are rushing to enter first
All ready to go.
Off we go. Engine Start. 
Bye! "Off chocks at .." Route was Seattle- Gander- London. Night stop
For this ferry we fitted a Portable Litton INS to improve accuracy for the Atlantic crossing.Bye! "Off chocks at .." Route was Seattle- Gander- London. Night stop
Below: Capt C.Y Chong who performed F/O duties. Capt Wong HH was the navigator, to meet legal requirements.
A brand new B737, 9M- MBI
London - Istanbul- Bahrain Night stop.
Bahrain- Madras- Kuala Lumpur, to arrive on the 3rd Nov.
The Ferry crew - (L-R) Capt CY Chong, Navigator cum F/O Wong HH, self.
Below: Top of the stairs, are Cess Morgan and Jack Bird.
Our dear Dir Flt Ops, Capt Jack Bird was there to meet us together with the other Heads of Depts.
Below (L-R): F/O Wong HH (Pilot cum Navigator), Capt Jack Bird, Capt Chong C.Y, and me. Notice the side cargo door open for cargo off-loading.
Footnote: I owe my varied aviation grounding, which was to come good in the later years, to the late Capt Bird (ex-Qantas) who ensured I was exposed to every facet of flight Operations viz. Line Operations, Technical Development, and Training. This expertise moulding had equipped me to be able to develop other airlines like Jet Airways, GoAir etc.
In Jet Airways, Magic Airlines, (which eventually did not launch), Go Air and Firefly I held the position of Head of Flt Ops (either VP or EVP level)
Jack Bird was my Mentor.
Thank you Jack and may God Bless your soul.
Subang International Airport overlooking Bay 7,(later designated as Terminal 1) in those days. | |
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Our Director of Engineering and me as 1st Class passengers. Yes in those days smoking was allowed on aircraft in specific areas provided the No Smoking sign was OFF.
Back to the grind!
1976 Apr/May- DC-10-30 Conversion Training with ANZ, Auckland New Zealand.
Another 2.5 mth Conversion Course!
The three of us below were pioneers in laying down the foundation for wide-bodied operation. I note that this foundation is strong to this day (1997) in MAS and probably will remain until that generation of Pilots retire or phase out.
Below we undergoing DC-10 Simulator Training in Auckland.
We completed our final check out with ANZ and were cleared as DC-10 Captains by them. This included our Chief Flt Engineer Ragunathan. ANZ routes flown were to Nandi, Sydney, Noumea, etc.
From L: Roland (Dy C.P Tech Dev), Capt (Dato) Khairi ( Dy C.P Training) and Chief FE Ragunathan.
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Having completed our DC-10 training with Air New Zealand and fully checked out on line by them we next had to handle the training of our own pilots and the acceptance of the aircraft. ANZ insisted that to meet the engine performance guarantees on the aircraft we had to train the crews on Aircraft Performance and Computer Flt Planning - the ANZ ("Bill Dunn") way. This was a requirement for MAS to meet Engine and Performance guarantees established by ANZ.
I had the daunting task to achieve this; and completed training on all crews.
Training of MAS crew was conducted at the Douglas Training Centre in Longbeach, California.
Some of us resided at the Red Lion in and some at Oakwood Apartments. A lovely place.
Our 1st DC-10 was now ready for Acceptance.
Below: Below we waiting for aircraft to be ready for Acceptance Test Flight. The person in the centre is Kean Engie our Technical Rep'.
The waiting for aircraft readiness for Acceptance Tests, was the taxing part of it all. Test flying on the other hand was so satisfying.
I had the daunting task to achieve this; and completed training on all crews.
Training of MAS crew was conducted at the Douglas Training Centre in Longbeach, California.
Some of us resided at the Red Lion in and some at Oakwood Apartments. A lovely place.
Our 1st DC-10 was now ready for Acceptance.
Below: Below we waiting for aircraft to be ready for Acceptance Test Flight. The person in the centre is Kean Engie our Technical Rep'.
The waiting for aircraft readiness for Acceptance Tests, was the taxing part of it all. Test flying on the other hand was so satisfying.
Below: Delivery Flight Crew. One for the album. From left: CFE Ragunathan, Capt Khairi and me.
After Aircraft Acceptance our crew had to undergo Flight Endorsement Training (circuits an landings x6) in Yuma.
Below: Our DC-10 at Yuma, Arizona during Flt Testing; awaiting Takeoff Clearance.
There's only one way of describing Yuma, and that's captured in this Postcard below.
Below: Messages from our Chairman, Raja Tan Sri Mohar, and President of Douglas Aircraft Company, John Brizendine.
(Extarcts from the Promotional Magazine "The DC-10 and You" produced by DAC for MAS)
Assembly milestones of our 1st DC-10-30.
Bottom Left Photo: Our Tech Rep Kean Engie, Bernie Parsch and LAE Chong.
The Acceptance and Ferry crew of our 1st DC-10. we also achieved a non-stop record for the DC-10 flying from Honolulu to Kuala Lumpur Direct in 12 Hrs 26 mins on the 14th Aug 1976.
Below: The DC 10-30 cabin
1977- Year of our second DC 10-30 delivery from Longbeach, California.
Group of Cabin Crew Instructors on an earlier General Familiarisation Course were;
Chris Addis, Spring George; Viswam, KS Tan, Jayapala, late Antony Dris, and YW Ng.
1977 was also the year when our B737 was hijacked and crashed. See another Video on the Hijack. Click Link:-
https://youtu.be/dH8vdywr6TM
Our International Route Structure with the introduction of the DC-10 below:
Below: Our DC10 at Kai Tak International Airport, Hongkong
1978- 5th August. Redisgnated as Chief Pilot (Tech Development) Capt Khairi as Chief Pilot (Tarining) and Capt Hassan as the Chief Pilot.
1979
In early 1979 our GM, Mr Saw Huat Lye (later Tan Sri) made a bold decision that MAS should acquire A300-B4's to compliment our DC-10 fleet. We had only 9 months to plan and put into effect the Introduction of the A300's. It was no easy task especially in respect to spec'ing the aircraft, crewing, planning the crew training courses and the Acceptance and ferry of 3 A300's. (Later we added another)
Some photos of the signing ceremony for the A300 Purchase Agreement by Mr Saw our General Manager in presence of the negotiating team.
Capt Tony Chan was appointed Dev Capt A300. He was exposed on Acceptance procedures on a B737 by mself and was earmarked as one the lead Pilots for the A300's, together with Capt Aziz Othman earmarked Head of A300 Training.
Below: At the Mercure Hotel. Happy Hours with Peter Thaldorf ( Director of Customer Services AeF) and wife Rosy, Aziz Othman and the Mercure Manager.
Peter became a clse friend of ours in later years.
Below Bartender was Jean-Pierre, and this time with Ragunathan joining the fun.
Mercure Hotel was home to me for about 6 months over seeing the A300 endorsement training, and handling the various problems that crop up with introduction and delivery of the aircraft. I also had to spend hours with the Performance Section of AI finalising our Takeoff derate policy and customising our Flt Ops Manual SOP's. An overall tight scheduled.
Below: Mr Ding, our Technical Rep shows up at the Mercure
Ragu, not very good at playing pool; with the balls flying out of the table.
Below: At Wilson Square Toulouse - Statue of the Poet Goudouli
After Aircraft Acceptance our crew had to undergo Flight Endorsement Training (circuits an landings x6) in Yuma.
Below: Our DC-10 at Yuma, Arizona during Flt Testing; awaiting Takeoff Clearance.
There's only one way of describing Yuma, and that's captured in this Postcard below.
A different scene of the DC-10 in Yuma undergoing Training flights for some who needed the "6 Takeoffs and Landings"
1st DC 10 - 9M-MAS 26th July 1976.
Below: I was flying our first aircraft on the C1 Acceptance Test while this was taken. Photograph taken by a chase plane (F4' I think) '9 o'clock above'!
Conducted a total 3 flights (C3) before accepting the aircraft.
Conducted a total 3 flights (C3) before accepting the aircraft.
(Note: Privileged to be the first to fly this wide-body and all the subsequent ones that followed - A300's, B747-200's, B747-300 Combi, B747-400's)
August 12th 1976.
President of Mc'donnel Douglas, John Brezendine is about to cut my tie. Douglas tradition has it that in an Airline's first aircraft delivery the Acceptance pilot has his tie cut and one part be displayed, (together with all other airlines ties), on a board in the Douglas Delivery Centre.
A few more photos of the ccassion.3
From (L-R): Cess Morgan - Tech Svcs Manager, Myself, Capt Hassan, John Brezendine, Tan Sri Aziz (who was then our Company Sec), Tan Sri Zain Asri, Tan Sri Raja Mohar, Board Member Zaidin ( who later become Chief Justice I think), ?, Capt Dato Khairi, CFE Ragunathan.
Our US Ambassador then was the late Tan Sri Zain Asri was also present - he later became the Chairman of MAS, after the departure of Tan Sri Raja Mohar.
Below my cut Tie.
A few more photos of the ccassion.3
From (L-R): Cess Morgan - Tech Svcs Manager, Myself, Capt Hassan, John Brezendine, Tan Sri Aziz (who was then our Company Sec), Tan Sri Zain Asri, Tan Sri Raja Mohar, Board Member Zaidin ( who later become Chief Justice I think), ?, Capt Dato Khairi, CFE Ragunathan.
Our US Ambassador then was the late Tan Sri Zain Asri was also present - he later became the Chairman of MAS, after the departure of Tan Sri Raja Mohar.
President shaking Ragu's hand. Looking on are the whole ferry crew. Capt Md Ali is 3rd from right.
Just prior to Departure LGB had to sign the documents for application to establish a record flight for the DC-10-30 from Honolulu direct to Kuala Lumpur. We did through meticulous planning even to the extent of uploading cold fuel at HNL and being towed to nearest postion for Takeoff HNL.
We set a new record of 12 hr 26 mins on 14th August 1976. Capt Khairi is beside me.
Below: Messages from our Chairman, Raja Tan Sri Mohar, and President of Douglas Aircraft Company, John Brizendine.
(Extarcts from the Promotional Magazine "The DC-10 and You" produced by DAC for MAS)
Assembly milestones of our 1st DC-10-30.
Bottom Left Photo: Our Tech Rep Kean Engie, Bernie Parsch and LAE Chong.
The Acceptance and Ferry crew of our 1st DC-10. we also achieved a non-stop record for the DC-10 flying from Honolulu to Kuala Lumpur Direct in 12 Hrs 26 mins on the 14th Aug 1976.
Below: The DC 10-30 cabin
1976 - 26th Jul (9M-MAS) C1 Acceptance Flt.
The MDC Pilot Sam Clauzel would be in Command as the aircraft still belonged to Dougals and was on a US register but the customer had full freedom to check whatever and to verify functionality of all systems . I am flying in the left seat.
Chairman's Dinner invitation to all those involved in the Acceptance and Delivery.
Chairman's Dinner invitation to all those involved in the Acceptance and Delivery.
1977- Year of our second DC 10-30 delivery from Longbeach, California.
Group of Cabin Crew Instructors on an earlier General Familiarisation Course were;
Chris Addis, Spring George; Viswam, KS Tan, Jayapala, late Antony Dris, and YW Ng.
1977 was also the year when our B737 was hijacked and crashed. See another Video on the Hijack. Click Link:-
https://youtu.be/dH8vdywr6TM
Our International Route Structure with the introduction of the DC-10 below:
Below: Kuala Lumpur International Airport, Subang
Below: Our DC10 at Kai Tak International Airport, Hongkong
1978- 5th August. Redisgnated as Chief Pilot (Tech Development) Capt Khairi as Chief Pilot (Tarining) and Capt Hassan as the Chief Pilot.
Letter of appointment came, in those days, direct from the General manager (Chief Executive Tan Sri Saw Huat Lye).
This does not happen in MAS these days. Does it?
1978 -In the cockpit of a DC-10 awaiting push-back and start-up at Sydney Mascot Airport.
Click on Link below to view one of our early Commercials with introduction of our DC-10's.
1980 MAS Advert
1978 - Montreal DC10 Flt Simulator Specification Definition. 
Click on Link below to view one of our early Commercials with introduction of our DC-10's.
1980 MAS Advert
MAS had ordered a DC10, A300, and B737 Simulator to handle crew training. Initially there was a lot of objection from within and without as to the need for Flight Simulators. It was even raised in Parliament.
Business Plan prepared and submitted to the Board for approval.
We broke the resistance and the non-progressive hindrance to progress. Today it has become a norm for a Simulator be in place with a new aircraft type order.
1979
In early 1979 our GM, Mr Saw Huat Lye (later Tan Sri) made a bold decision that MAS should acquire A300-B4's to compliment our DC-10 fleet. We had only 9 months to plan and put into effect the Introduction of the A300's. It was no easy task especially in respect to spec'ing the aircraft, crewing, planning the crew training courses and the Acceptance and ferry of 3 A300's. (Later we added another)
Some photos of the signing ceremony for the A300 Purchase Agreement by Mr Saw our General Manager in presence of the negotiating team.
Above from left: Jeyakanthan, Mr Saw, myself.
Below: Acceptance checks on our 10th B737 aircraft with the late Capt Tony Chan (C.A. Chan).
Delivery of an Aircraft with less than 11 months to accomplish is not an easy task. Especially to source crew, train them in time and establish systems to cope with the induction.
Yet we put our shoulders to the wheel and went for it.
In my team we had Ragunathan (CFE), Capt's Aziz (Snr Flt Inst), the late Tony Chan (Dev Capt A300), Ng C.A (Fleet manager A300), and FE BH Tan (SFE A300's). These were on the first A300 conversion course. The team had the task of laying the foundation for the commencement of A300 commercial operations and to ensure to ensure safety of operations.
Below: At the Mercure Hotel. Happy Hours with Peter Thaldorf ( Director of Customer Services AeF) and wife Rosy, Aziz Othman and the Mercure Manager.
Peter became a clse friend of ours in later years.
Below Bartender was Jean-Pierre, and this time with Ragunathan joining the fun.
Mercure Hotel was home to me for about 6 months over seeing the A300 endorsement training, and handling the various problems that crop up with introduction and delivery of the aircraft. I also had to spend hours with the Performance Section of AI finalising our Takeoff derate policy and customising our Flt Ops Manual SOP's. An overall tight scheduled.
Below: Mr Ding, our Technical Rep shows up at the Mercure
Ragu, not very good at playing pool; with the balls flying out of the table.
Below: View of the street below from my hotel room. The view each day for 5 months!
Below: At Wilson Square Toulouse - Statue of the Poet Goudouli
Below: After completion of our A300 Ground and Simulator training.
4th from the left: Peter Thaldorf (Dir of Customer Services), Jean Pinet the Head of Aeroformation (Technical Training School for Airbus. Also one of the Concorde Pilots for Air France) and Phillipe Darney our simulator Instructor.
Jean Pinet was also a current Concorde Test Pilot.
Below: After C1 (Customer 1 flight) the team on the acceptance.
From left: Me, Yves Benoit, the late Capt Tony Chan, CFE Ragunathan, AI Test Engineer, FE Daud, Capt Lars Larsen.
Note: The CAA UK, then, required that the A300 go through the full stalls. We had to comply. Full stalls resulted in violent shaking of the whole aircraft during stall!
(An ANZ DC-10 also doing full stalls had fuselage distortion at end of the test. We have since done away with full stalls during Test flights.)
1979-27th Oct after completion of Customer1 flight on MHA.
Below: Out comes the Champagne!
The person next to lTony Chan is Yves Benoit who was a brilliant Flight Test Engineering Manager. Partly hidden on the extreme left is our Capt Jamil from our DCA Malaysia.
Below: Our MAS Customer Representative Mr Ding (from Engineering) and his Secretary Michelle.
Nov 1979 - Pre-delivery Ceremony for our 1st A300.
Below: Having a chat with Jim Conrad (Head of Tech Trg AeF)
More photos of the Acceptance ceremony in Toulouse.
Below our Chairman signing the Delivery Documents with the President of AI, Bernard Lathiere.
Below front row from Left: Jeyakanthan, Saw Huat Lye, S N Ding, Tan Sri Raja Mohar, Selma Osman, Rahman (AI Rep for Malaysia) and Ranjit Jeyaretnam the one who did the Sale with MAS.
Below: After Acceptance Test Flight of our No2 A300 B4, 9M-MHB.
With Capt Pierre Baud again, Capt Aziz and FE BH Tan.
It was quite tiring both mentally and physically.
3rd Nov 1979 - 1st A300 Ferry Flight.
Jean Pinet was also a current Concorde Test Pilot.
A300 CBT Training. Having a coffee break - Aziz and me with our Instructor.
A300 CBT Trainer. Being trained on SOP's and Abnormals. L-R: Aziz, Roland and Ragu (CFE)
Photo below taken after completion of A300 Training. Capt Ng CA is on the extreme left with Capts Tony Chan and Aziz, and FE BH Tan partially hidden on the right. The Champagne flowed.
Below: From Right, Capt Jean Pinnet, Head of Aeroformation, with Peter Thaldorf (Director of Cust Services), Passaneu (Instructor FE) and FE BH Tan.
Capt Pierre Baud Vice President of Operations was the one who conducted my final check including stalls (at night!!) on the way to Tarbes (Lourdes) for circuit and landings. Pierre was a fine Test Pilot for Airbus and very active with development and testing on all AI types. We have had quite few flights together.
[A year later I flew left hand seat on a A 310 Customer Demo flight KUL-BKK with him on the right. The first time that it was pushed to above max ceiling to 41,000ft.
Pierre was also the AI Capt with me and Ken for a A320 demo to Customer in Toulouse.]
I have lots of respect for him and Capt Bernard Zeigler who both promoted the 'Side Stick' and Fly-by-wire concept. It was a big challenge and they had to convincing the European Aviation body on the new concept and saw through approval and certification. We today see the rewards of their efforts by having one standard concept for all Airbus aircraft even up to the A380. Pierre was also Test Pilot for the A330 and A340.]
Our first A300 was now ready for Customer Acceptance. This is the long awaited moment for the Acceptance crew and the fun part- we could test the aircraft to its certified limits. Flying the A300-B4 and being the first to do it was a proud moment for me personally.
MHA Acceptance: Nov 1979.
Photo below taken after completion of A300 Training. Capt Ng CA is on the extreme left with Capts Tony Chan and Aziz, and FE BH Tan partially hidden on the right. The Champagne flowed.
Below: From Right, Capt Jean Pinnet, Head of Aeroformation, with Peter Thaldorf (Director of Cust Services), Passaneu (Instructor FE) and FE BH Tan.
Capt Pierre Baud Vice President of Operations was the one who conducted my final check including stalls (at night!!) on the way to Tarbes (Lourdes) for circuit and landings. Pierre was a fine Test Pilot for Airbus and very active with development and testing on all AI types. We have had quite few flights together.
[A year later I flew left hand seat on a A 310 Customer Demo flight KUL-BKK with him on the right. The first time that it was pushed to above max ceiling to 41,000ft.
Pierre was also the AI Capt with me and Ken for a A320 demo to Customer in Toulouse.]
I have lots of respect for him and Capt Bernard Zeigler who both promoted the 'Side Stick' and Fly-by-wire concept. It was a big challenge and they had to convincing the European Aviation body on the new concept and saw through approval and certification. We today see the rewards of their efforts by having one standard concept for all Airbus aircraft even up to the A380. Pierre was also Test Pilot for the A330 and A340.]
Our first A300 was now ready for Customer Acceptance. This is the long awaited moment for the Acceptance crew and the fun part- we could test the aircraft to its certified limits. Flying the A300-B4 and being the first to do it was a proud moment for me personally.
MHA Acceptance: Nov 1979.
Below: After C1 (Customer 1 flight) the team on the acceptance.
From left: Me, Yves Benoit, the late Capt Tony Chan, CFE Ragunathan, AI Test Engineer, FE Daud, Capt Lars Larsen.
I conducted first Test flight, with Lars Larsen, the Airbus Capt (RHS) in charge, Ragunathan operating the FE's station and Capt Tony Chan whose role was understudy and to record the various readings and parameters during flight test; also termed a 'jockey'.
Chief test Engineer for Airbus, Yves Benoit, initially gave a lot of resistance to additional tests that I wanted conducted (in the light of my experience on DC-10 acceptance in 1976). FE Daud was understudy to FE to Ragu on A300 Aircraft Acceptance.
Note: The CAA UK, then, required that the A300 go through the full stalls. We had to comply. Full stalls resulted in violent shaking of the whole aircraft during stall!
(An ANZ DC-10 also doing full stalls had fuselage distortion at end of the test. We have since done away with full stalls during Test flights.)
1979-27th Oct after completion of Customer1 flight on MHA.
Below: Out comes the Champagne!
The person next to lTony Chan is Yves Benoit who was a brilliant Flight Test Engineering Manager. Partly hidden on the extreme left is our Capt Jamil from our DCA Malaysia.
Below: Our MAS Customer Representative Mr Ding (from Engineering) and his Secretary Michelle.
Nov 1979 - Pre-delivery Ceremony for our 1st A300.
Below: Having a chat with Jim Conrad (Head of Tech Trg AeF)
More photos of the Acceptance ceremony in Toulouse.
Below our Chairman signing the Delivery Documents with the President of AI, Bernard Lathiere.
Below front row from Left: Jeyakanthan, Saw Huat Lye, S N Ding, Tan Sri Raja Mohar, Selma Osman, Rahman (AI Rep for Malaysia) and Ranjit Jeyaretnam the one who did the Sale with MAS.
Below: After Acceptance Test Flight of our No2 A300 B4, 9M-MHB.
With Capt Pierre Baud again, Capt Aziz and FE BH Tan.
It was quite tiring both mentally and physically.
Here below is the Crewing - apologies for the document being sulphurated (42 years ago).
Blow: I am in Command with Capt Aziz on the Left seat. First stop Dubai. We did a one-stop to KUL utilizing in-flight horizontal rest, to extend duty time beyond 16 hours. Lots of objection from within but sometimes one has to do what's right and progressive without compromising Safety.
Below seen with the late Capt Tony Chan ('jockey') after Acceptance Test of our 3rd MAS A300- 9M-MHC. Tony was a dedicated Dev Captain in chage of A300's. His Airforce background made him a disciplined subordinate.
1980 Jan. Worst winter in Toulouse for 30 years(?). We were this time there to Accept and Ferry our No3 (9M-MHC) A300 B4. Takeoff was in freezing fog conditions and our DCA man was quite apprehensive about the Takeoff. Capt Chan was performing the Takeoff with Me on the Right seat.
From left: Roland, Tony Chan, Ragunathan, Capt Jamil (DCA Malaysia Examiner)
From left: Roland, Tony Chan, Ragunathan, Capt Jamil (DCA Malaysia Examiner)
Below: Memorial at the site where our B737 crashed in Tanjung Kupang. Both pilots were shot dead by the Hijacker.
Jun 1980. Attended the Cranfield College of Aeronautics Aircraft Performance Measurement course. I am 6th form right.
The Board finalised the deal at a bargain hard to believe price
Now the work of revising some of the BA cockpit layout and systems lay in my hands.
I had ensured that there was very little cockpit layout differences between our A300/ DC-10's and these new B747-200's. The idea being adaptability for crew to transition from one type to another and that SOP's were similar. Our pilots could transition seamlessly from one type to another.
After a lot of resistance from BA, as the cost of a new cockpit panel layout would have to be manufactured and cost enormous. I stood ground and with the backing of my boss Capt Hassan and the Engineering head Resham Singh (now Dato) BA agreed to it at no additonal increase in price.
(On technical details: I got my vertical Radio altimeters, a new FRATTS system, pedal nosewheel steering, RTO and the basic instrument layout similar to the DC-10.
I also adapted the FRATTS to be able to provide the same amount of derate as on the DC-10. These were all approved by Boeing and TSO obtained)
B747-200 training with British Airways.
Jun 1980. Attended the Cranfield College of Aeronautics Aircraft Performance Measurement course. I am 6th form right.
Aug 1981 - Back on the DC-10's.
Below to London in a DC10-30 with I think with Andre in the cockpit.
Hardly had we introduced the A300's and DC-10's in quick succession, the Company then decided to look at the B747's. Within just 5 years I had to once more put my hand on the plough for yet another arduous project. The team commenced contract negotiations with British Airways who had offered us two of their three brand new B747-200's which they decided were in excess to their fleet requirements.
Below to London in a DC10-30 with I think with Andre in the cockpit.
Hardly had we introduced the A300's and DC-10's in quick succession, the Company then decided to look at the B747's. Within just 5 years I had to once more put my hand on the plough for yet another arduous project. The team commenced contract negotiations with British Airways who had offered us two of their three brand new B747-200's which they decided were in excess to their fleet requirements.
Text below is from our Chief Maintenance Manager Mr Sitham Nadarajah (who retired from MAS as Deputy Director of Engineering)
"Hi Roland, this l think is wth British Airways when we bought the first two B747 -200 Rolls Royce powered aircraft. BA was having financial difficulties and we took over their orders from Boeing. The deal was for BA to ensure Boeing redo the spec to meet MAS spec which we had worked out with Boeing. They did it including the straight stairs, larger galley lift cutout, cockpit changes and all MAS planned BFE. We had hard negos wth BA, Boeing and ROLLS and got what we planned for with a saving of abt USD30Mill per aircraft for MHI &
MHJ. You, Kenneth and Ragu did the delivery flt together wth me and Rosley Kassim my project engineer.
Wow, brought back good memories. "
The Board finalised the deal at a bargain hard to believe price
Now the work of revising some of the BA cockpit layout and systems lay in my hands.
I had ensured that there was very little cockpit layout differences between our A300/ DC-10's and these new B747-200's. The idea being adaptability for crew to transition from one type to another and that SOP's were similar. Our pilots could transition seamlessly from one type to another.
After a lot of resistance from BA, as the cost of a new cockpit panel layout would have to be manufactured and cost enormous. I stood ground and with the backing of my boss Capt Hassan and the Engineering head Resham Singh (now Dato) BA agreed to it at no additonal increase in price.
(On technical details: I got my vertical Radio altimeters, a new FRATTS system, pedal nosewheel steering, RTO and the basic instrument layout similar to the DC-10.
I also adapted the FRATTS to be able to provide the same amount of derate as on the DC-10. These were all approved by Boeing and TSO obtained)
B747-200 training with British Airways.
We then had to select crew to man these two aircraft and a lead team to commence the course well ahead of the line pilots. This team, headed was by me would then on return, have to write the MAS customised SOP's and checklists. This lead team of Instructors would then have to train our own pilots with assistance from BA Instructors.
Capt's Khairi, Ali, Ken Chong and me commenced our BA course late 1981. We had to undergo ground school, simulator training followed by line training on BA routes. Crew stayed at the Sheraton Hotel Heathrow for about two months.
On completion we were checked out as qualified BA Captains fully equipped to train our own crew.
My final line check from Seattle to Heathrow was in actual Cat 3 conditions and it was quite an experience. See photos below
Now that I was qualified to fly the B747-200 my next assignment would be to perform Acceptance Test Flights.
Capt's Khairi, Ali, Ken Chong and me commenced our BA course late 1981. We had to undergo ground school, simulator training followed by line training on BA routes. Crew stayed at the Sheraton Hotel Heathrow for about two months.
On completion we were checked out as qualified BA Captains fully equipped to train our own crew.
My final line check from Seattle to Heathrow was in actual Cat 3 conditions and it was quite an experience. See photos below
1981 10th Dec arrival LHR in Cat 3 conditions.
It was 0 degrees with freezing fog around.
10th Dec 1981 My Final Line Check as Captain on B747-200's with British Airways.
On arrival at London Heathrow from Seattle we had to conduct a Cat 3B, Auto Land due low visibility. Visibilty was only 50m with a complete 'white out' on landing.
My first experience.
Below I am with Captain J.B Newman, who conducted this final check for me to operate B747's in Command.
Can return home again after 2 months of winter and being cooped up in the Sheraton Heathrow Hotel most of the time. Had enough.
Now that I was qualified to fly the B747-200 my next assignment would be to perform Acceptance Test Flights.
The next step in the process of aircraft introduction comes the Acceptance of the first aircraft. As it was still owned by BA, we performed it with a BA Captain (Capt Mike Webster whom I had trained under during the course) BA F/E Robbie.
Below from Left: Dev F/E Karunyam, Dev Capt Kenneth Chong, BA F/E Instructor, Capt Mike Webster and myself ( I think I needed a haircut).
Here again am flying the beautiful machine below for the first time; RT 021, MAS's first B747-200 (MHI) on Test Flight with a chaser plane below taking photos and videos. Another first! To God be the Glory.
The Boeing designation by tail number indicates that RT 021 was one of the earliest in production.
Below from Left: Dev F/E Karunyam, Dev Capt Kenneth Chong, BA F/E Instructor, Capt Mike Webster and myself ( I think I needed a haircut).
Here again am flying the beautiful machine below for the first time; RT 021, MAS's first B747-200 (MHI) on Test Flight with a chaser plane below taking photos and videos. Another first! To God be the Glory.
The Boeing designation by tail number indicates that RT 021 was one of the earliest in production.
Group photo taken just before flying our 1st B747-200 9m-MCI back to Malaysia.
I was ferry commander (4th from left) with Capt Ken Chong (extreme Rt, my deptuy chief pilot assisting) and FE Karunyam (2nd from Lt, Dev FE). Ken would from here onwards, be most often, accompanying me on deliveries and projects.
Our Dy Chairman, Dato Sulaiman Sujak (brown jacket) and Raymond Navaratnam (with the hostesses, our Board Director) were also on board. Sitham Nadarajah is 3rd from left with Rosley extreme left.
NST clipping 15 mar 1982.
Continuation to Page 1 above.
1986.
Below: In the Boeing 'war room' after conducting the test flight. It is called war room because its where disputes with Boeing over snags; and sometimes there can be a stand-off. The responsibility rested with me and sometimes ended up being the unpopular guy.
July 1986 - B747-300 Combi Acceptance.
Continuation to Page 1 above.
With Capt Mike Webster, Snr Flight Instructor of British Airways.
19th March in Subang where both of us were conducting aircraft training on the recently converted Pilots in MAS. The Line Pilots were trained by Qantas utilising the training entitlement from BA.
On a lighter vein: The team decided to through a dinner party for our BA team in appreciation for the work they had done for MAS It was held in Capt Ken Chong's residence. I decided to introduce them to "Toddy" from Klang. In the evening the Toddy had fermented slightly but still great. Being polite Englishmen they consumed it with ardent curiosity.The next day they all ended up with loose motion.
Now back to Simulators and this time assessing a Visual system for our B737, DC-10 and A300 simultors.
Below: St Louis with Larry Cheah, my Dev Capt B737 - Meeting with our Simulator Visual Manufacturer, MDEC. (Vital IV system I think)
19th March in Subang where both of us were conducting aircraft training on the recently converted Pilots in MAS. The Line Pilots were trained by Qantas utilising the training entitlement from BA.
On a lighter vein: The team decided to through a dinner party for our BA team in appreciation for the work they had done for MAS It was held in Capt Ken Chong's residence. I decided to introduce them to "Toddy" from Klang. In the evening the Toddy had fermented slightly but still great. Being polite Englishmen they consumed it with ardent curiosity.The next day they all ended up with loose motion.
Now back to Simulators and this time assessing a Visual system for our B737, DC-10 and A300 simultors.
Below: St Louis with Larry Cheah, my Dev Capt B737 - Meeting with our Simulator Visual Manufacturer, MDEC. (Vital IV system I think)
1986.
Below: In the Boeing 'war room' after conducting the test flight. It is called war room because its where disputes with Boeing over snags; and sometimes there can be a stand-off. The responsibility rested with me and sometimes ended up being the unpopular guy.
(Boeing Pilot would have considered me a young upstart! Only 38 yrs old then)
From left: Ray Motemedy(Boeing Cust engineer asigned to MAS), Mohan (who is today head of Tech Svcs MAS), LAE, Arrifin (since retired from MAS as SVP Engineering), Nazim(?) (Maint Engineer), young Roland, Ken Chong, and Flt Eng Karunyam. We had a very capable and efficient team, esp from the Engineering side.
July 1986 - B747-300 Combi Acceptance.
Technical Acceptnce team which is similar to that done on the first two B747's. From left:
Roland (Team Leader), SFE Karunyam, Capt Ken Chong (my Dev Capt), F/O Md Fauwzi (only for the ferry), and I think it is Tech Services Rashidi. Capt Ken Chong was always full of tricks and innocent pranks.
1986 July. About to proceed 'upstairs' to perform acceptance checks on our 3rd B747.
This time its a -300 747, had a streched Upper Deck. The stretched Upper Deck which we have on the -400's design was introduced on the -300's. MAS had decided on this Combi version, which was capable of carrying cargo at the rear of the Upper Deck. Lots to write about it but it would make this blog boring.
This happened back home when I was busy in Malaysia. Open link below in Facebook.
https://fb.watch/2-D_as-dTv/
https://www.facebook.com/friendsofMH/posts/2889643744649532
1986 July- Dinner with host Boeing, prior to the Acceptance and Delivery of our first B747-300 Combi. From Left: Karunyam, Jim Beltz, Roland, Walt Neilsen and Kenneth.
Performing normal flight duties on a B747-200
1886- Awarded the K.M.N by the Yang Dipertuan Agong (His Highness the King of Malaysia).
Hairun Nisa and me vetting through the P.A for the F50, prior to the signing ceremony.
1987- Nov . The signing ceremony for 10 F-50 aircraft.
With (from left) Bahtair, Sharil, Me, Singh; and seated, Hairun Nisa, Tan Sri Aziz, President of Fokker, and Japp Bakar of Fokker.
With (from left) Bahtair, Sharil, Me, Singh; and seated, Hairun Nisa, Tan Sri Aziz, President of Fokker, and Japp Bakar of Fokker.
1988- At the Paris Airshow with Capt Dato Khairi, Ranjit Jeyaratnam (Airbus Industrie)
Oct 1988 - Taken in Lancing at the Singer Link Miles Office. I was there to finalise the Technical Spec for our B747-400 Simulator (the Company had ordered B747-400's by this time and we needed to obtain a Sim being one of the first few operators) Our first 7474-400 was a No 21 in the procuction line and ahead of Qantas.
Oct 1988 - Taken in Lancing at the Singer Link Miles Office. I was there to finalise the Technical Spec for our B747-400 Simulator (the Company had ordered B747-400's by this time and we needed to obtain a Sim being one of the first few operators) Our first 7474-400 was a No 21 in the procuction line and ahead of Qantas. 1988 - Below: Defining the 744 Simulator Spec with Lim Tau Cep our Sim Dev Engineer. Both Lim and Capt Ken Chong are today working for ETOPS a training services provider.
1989 B737-400/500 Aircraft Negotiation team headed by Hairun Nisa.
1989 May-Signing ceremony in the MAS Board room for the Purchase of 52 (not sure how many of these were options) B737-400/500's. The order was so big that the President of Boeing (seated to the right of our MD Tan Sri Aziz) himself was present. I will try to name those below as accurately as my memory permits. Those with NT besides their names refers to permanent members of the MAS Negotiating team then. We dealt with negotiations ranging from aircraft and engines to simulators and test-cells.
Below:
Back Row (from left) : Boeing, Mrs Ganapathy(?), Boeing (?), Walt Neilsen (Boeing Sales Director handling MAS), Singh(NT), Resham Singh, Zainnudin (NT), late Bahtair (Coy Sec), Sitham Nadarajah - Engineering, Sharil (NT), Boeing, Hairun Nisa (Headed of our Team), Nadimah (Legal Affairs Manager, NT), Roland (Flt Ops, NT), Saw LB (Corporate)
Back Row (from left) : Boeing, Mrs Ganapathy(?), Boeing (?), Walt Neilsen (Boeing Sales Director handling MAS), Singh(NT), Resham Singh, Zainnudin (NT), late Bahtair (Coy Sec), Sitham Nadarajah - Engineering, Sharil (NT), Boeing, Hairun Nisa (Headed of our Team), Nadimah (Legal Affairs Manager, NT), Roland (Flt Ops, NT), Saw LB (Corporate)
Front Row (from L): Boeing SVP, President Boeing, Tan Sri Aziz (MAS MD), the late Bernard Thomazios and Poobalasingam.
Backroom boys: Sitham and Nadimah have a joke to share? While Zainudin seems serious me, and Kua Sai Ling are distracted. We the negotiation team were very relieved that the earmark deal was finally signed. Someimes we even had to continue meetings till the wee ours of the morning. 
Below: Another photo of the above occasion.
Also taking plkace with the above, 1989- May. A New Simulator order for 1 A330 and 2 B737-400 FFS's (Full Flight Simulator). Thomson - Link. Ken Chong and Lim extreme right.
The work load during this period was high especially during negotiations where we would work till the wee hours of the morning.
Below: On board a flight to London Heathrow bound for the Simulator Manufacturer's plant. Preparing the Technical Spec' for our 1st B747 Simulator after the above contract was finalised.
Note date is also May 1989 - same period as the above. Heavy work load.
While pre-delivery preparations were taking place for the induction of our first B747-400, our Queen of the skies then was the B747-300 Combi. Here's a rare video of 9M-MHK taking-off from Los Angeles Intl RW 24L. Click on Link below to view:-
B747-300 Combi (3H6 M) - Visit Malaysia Year 1990
July 1989: Signing for the Purchase of A-330 Aircraft and the dinner that followed it. Head of the Negotiating team was Hairun Nisa. (Sad to say that Puan Hairun passed away recently)
The work load during this period was high especially during negotiations where we would work till the wee hours of the morning.
Below: On board a flight to London Heathrow bound for the Simulator Manufacturer's plant. Preparing the Technical Spec' for our 1st B747 Simulator after the above contract was finalised.
Note date is also May 1989 - same period as the above. Heavy work load.
While pre-delivery preparations were taking place for the induction of our first B747-400, our Queen of the skies then was the B747-300 Combi. Here's a rare video of 9M-MHK taking-off from Los Angeles Intl RW 24L. Click on Link below to view:-
B747-300 Combi (3H6 M) - Visit Malaysia Year 1990
July 1989: Signing for the Purchase of A-330 Aircraft and the dinner that followed it. Head of the Negotiating team was Hairun Nisa. (Sad to say that Puan Hairun passed away recently)
At a dinner hosted by Airbus Industrie. Naveen the Head Salesam for AI teasing me.
From left: Hairun Nisa, Sophia (Kenneth's wife) and AI personal.
Naveen joking around again
Kenneth holds audience - as usual
1989- Oct first MAS B747-400 Acceptance and Delivery.
Part of the Acceptance team with our Boeing Customer Service Engineer, Ray Motamedy. He was Iranian American and was also a friend to us. Lost touch with him though as he is no longer with Boeing.
1989- Oct 747-400 Acceptance. Boeing Customer Office at Everett, Paine
And below page to show that there were 22 defects/squaks - not bad at all.
9M-MHL arrived in KUL in Oct 1989. The pride of MAS.
Our Prime Minister, Datuk Seri (now Tun) Dr Mahathir Mohamad, was present for our customary Demonstration flight for the public. (See below)
19th Nov 1989- our 2nd B747-400, 9M-MHM, delivery flight took off from Everett Field, Washington BC.
With me in the cockpit is Capt Ken Chong.
During this period Subang Terminal 1 below, had expanded to cater for the B747-400 operation.
During this busy period we were also involved with the Acceptance of a B747-400 Full Flight Simulator and also a B737-400 Simulator. Challenges were many and the airline was going places and staff dedicated and proud of the airline.
Below: The combined B 737- 400 and B747-400 project team of Thomson-Link.
Specifying 3 simulators and then conducting acceptance checks on the B747-400 and F-50 FFS's.
1990 saw us conducting Acceptance checks on our B747-400. A good 3 months of intense checks in the box.
Below: The Singer- Link Simulator Assembly Plant at Lancing, UK where our B737- 400 and B747-400 FFSs' were being built.
6th Mar 1990 - Progress Inspection by Customer of our B737-400 FFS.
In the skeletal cockpit of a B737- me grinning like a Cheshire cat.
Prior to the above:
Flying the 400's was exhilarating and it had better handling qualities than the classic B747's. I was involved in the development of the 747-400 with Boeing and other major customers during the pre- production stage; glass cockpit design, development and layout, This experience gave me an immense knowledge of the aircraft. All credit to my Boss the Director of Flight Operations Capt Hassan Ahmad for the confidence he had in me and the team.
In Aviation though, there is never a stage where one knows everything. You learn everyday and on every flight. Otherwise its like just 'punching holes in the sky'!
In Aviation though, there is never a stage where one knows everything. You learn everyday and on every flight. Otherwise its like just 'punching holes in the sky'!
As usual we spent 3 full days of Ground Acceptance Checks making sure to pick up all defects/ squaks that could be found.
Then Boeing prepares the plane for its first Customer Acceptance flight. This took place on the 14th Nov 1989. Below is a copy of the Boeing Test flight Log for - RT 021 (tail number); Aircraft registration 9M-MHL our first B747-400. Total Flight time was 2:56 and Block of 3:15 - Not bad considering others new operators take much longer.
Capt Kriha was the Boeing pilot and I the customer pilot flying Lt seat.
9M-MHL arrived in KUL in Oct 1989. The pride of MAS.
Our Prime Minister, Datuk Seri (now Tun) Dr Mahathir Mohamad, was present for our customary Demonstration flight for the public. (See below)
19th Nov 1989- our 2nd B747-400, 9M-MHM, delivery flight took off from Everett Field, Washington BC.
With me in the cockpit is Capt Ken Chong.
I thank God that I first Malaysia to fly this legendary bird.
Press publicity and after arrival of MHL.
Commemorating the launch of the first flight.
Commemorating the launch of the first flight.
Below: Back in KL after the Delivery flight Boeing organised a banquet for all MAS Snr Management and Board of Directors. Tan Sri Raja Mohar our Chairman was at the function. He was the best Chairman we served under and MAS became a prime, profitable airline in the world. Our Dep Chairman was Dato Sulaiman Sujak - a wonderful and humble man.They don't make Chairman's (and Deputy Chairman's) as they used to - humility and kindness being replaced by pride and arrogance!
Below: Boeing VP, Tan Sri Aziz, our Managing Director and me.
During this period Subang Terminal 1 below, had expanded to cater for the B747-400 operation.
2nd B747-400 Delivery - MHM. 2nd Nov 1989 - Notice that the first few B747-400's did not have the roller blinds which became standard fit a year later. We had the old clip-on sun visors. Here again with Ken in the right seat.
During this busy period we were also involved with the Acceptance of a B747-400 Full Flight Simulator and also a B737-400 Simulator. Challenges were many and the airline was going places and staff dedicated and proud of the airline.
Below: The Team involved in the successful B747-400 FFS product in Lancing in UK (from Left)
Keith, Lim Tau Cep, Capt Ken Chong, Paul, me and Jay Nair (Customer Engineer).
Below: The combined B 737- 400 and B747-400 project team of Thomson-Link.
Specifying 3 simulators and then conducting acceptance checks on the B747-400 and F-50 FFS's.
1990 saw us conducting Acceptance checks on our B747-400. A good 3 months of intense checks in the box.
Below: The Singer- Link Simulator Assembly Plant at Lancing, UK where our B737- 400 and B747-400 FFSs' were being built.
6th Mar 1990 - Progress Inspection by Customer of our B737-400 FFS.
In the skeletal cockpit of a B737- me grinning like a Cheshire cat.
Finally on the 9th Aug 1990 - I am accepting the B747-400 Simulator after a successful on-site Acceptance at the MAS Training centre in Subang.
All major defects cleared with only a few minor ones not effect Training left in abeyance.
All these activities were accomplished in a period of less than 2 years.
Age was on my side to cope, although family was neglected.
A furutistic Advert for Malaysia Airlines in our hey days - 1992
All major defects cleared with only a few minor ones not effect Training left in abeyance.
All these activities were accomplished in a period of less than 2 years.
Age was on my side to cope, although family was neglected.
A furutistic Advert for Malaysia Airlines in our hey days - 1992
https://drive.google.com/open?id=0B-dHocxugW8RTWNpM29aU053WkE
Prior to the above:
1990- The B747-400 sim undergoing On-site acceptance in Subang. (see below)
It was ready for training on the 18th August 1990, less than 10 months after the actual aircraft commenced commercial operations. Not bad for an airline to be self sufficient in its training of flight crew even though we had 2 aircraft in service. Of course before we knew it MAS ended up signing for more 747-400's aircraft.
Jun 1990- Performing on-site acceptance checks on our new B747-400 Full Flight Simulator - It was a state of the art machine with MST technology,and 180 deg FOV for the visual which hard solid mirrors instead of the Mylar membrane used by other manufacturers.
1990. The F50 Flt Simulator (FFS) already been tested and accepted in 1990. Here to, I had the responsibility of ensuring smooth acceptance by my team led by Capt Wahab.
Below: the F-50 Simulator (FFS) being used for training. This was our best buy as this Flt Simulator is to this day being used by operators of the F-50. F50 FFS's are scarce - around 3 only in the world.
Its use by MAS Wings is continuing until such time the F50's are phased out by the ATR's. Firefly however has already decided to order ATR's..
Below: the F-50 Simulator (FFS) being used for training. This was our best buy as this Flt Simulator is to this day being used by operators of the F-50. F50 FFS's are scarce - around 3 only in the world.
Its use by MAS Wings is continuing until such time the F50's are phased out by the ATR's. Firefly however has already decided to order ATR's..
(Note:As of 2009, this Simulator built by SDS, is 19+ years in operation and has given MAS minimum technical problems.)
1990- One of the rare moments to be with family. At my home (for the children and their mother- ex-wife) in Lane Cove Sydney. Just before proceeding to the airport for flight.
1990 - with Toffee the ex-wife's pet. He did not like my occasional presence at all.
More Technical Development work!
1991 8th Nov B747-400 Purchase Agreement Signing.
1991 8th Nov B747-400 Purchase Agreement Signing.
Jim Furk the Boeing contracts man is seated in front with Hairun Nisa.
A 1991 commercial on our superb in-flight service even other airlines talked about - click on the link below.
B747-400's In-flight Commercial
1992- 30th June. Promoted as Dy Director of Flt OPs (Technical).
A 1991 commercial on our superb in-flight service even other airlines talked about - click on the link below.
B747-400's In-flight Commercial
1992- 30th June. Promoted as Dy Director of Flt OPs (Technical).
A joint No 2 position in Flt Ops. My direct Head was Dato Capt Khairi.
Again to God be the Glory.
1992 Aug, Senior Management Course organised by Harvard Business School Alumni Club.
1992- Boeing Flight Operations Seminar . Westin Hotel Seattle. The new face amongst us is Capt Arch Pothera the Fleet Manager for B747-400. Kenneth had now risen to my old position of Chief Pilot (Tech and Dev)
Below: Interacting with the Boeing Seminar Presenters. On the left is the Senior VP of Flt Ops Boeing.
1992- My Birthday 49 years old. Celebrated in the Corporate Conference at MAS HQ in KL. With me is Thomson-Link Project Director , Keith Kaiser. This time we were accepting the B737-400 Simulator.
Feb 1992 - Below: A Flight Operations dinner was held at the Shah Alam Club
I was requested by DE Resham Singh if I could be MAS's representative at a farewell retirement party for Doug Scott in Sydney. Doug was ex-Qantas Director of Engineering and Doug was our 1st DE at inception in 1972. He laid the foundation of a solid Engineering division which grew under his portege's until the airline declined in the mid 2000's. We used to work closely together in the 70's and hence an honour to wish him a well deserved retirement.
MAS was at it's peak of success as an airline under the leadership of our MD, Dato Kamaruddin.
Our adverts too was at par with the rest of the world airlines.
Have included below a Link for a futuristic Video Advert made for the Airline.
https://drive.google.com/file/d/0B-dHocxugW8RTWNpM29aU053WkE/view?usp=sharing
23rd Sept 1993- On my 50th birthday giving a pep talk to the BKI Flight Operations.
For my part in the ceremony I was presented with:
I was requested by DE Resham Singh if I could be MAS's representative at a farewell retirement party for Doug Scott in Sydney. Doug was ex-Qantas Director of Engineering and Doug was our 1st DE at inception in 1972. He laid the foundation of a solid Engineering division which grew under his portege's until the airline declined in the mid 2000's. We used to work closely together in the 70's and hence an honour to wish him a well deserved retirement.
MAS was at it's peak of success as an airline under the leadership of our MD, Dato Kamaruddin.
Our adverts too was at par with the rest of the world airlines.
Have included below a Link for a futuristic Video Advert made for the Airline.
https://drive.google.com/file/d/0B-dHocxugW8RTWNpM29aU053WkE/view?usp=sharing
23rd Sept 1993- On my 50th birthday giving a pep talk to the BKI Flight Operations.
1993- Presenting a memento to the F50 Sales Director in my office on the 3rd floor of MAS Admin1.
1994 8th June: Being Head of Technical, Safety & Training part of my duties involved the Training of our Cadet pilots with Malaysian Flying Academy in Malacca. At that time MFA was the best Flying School, comparable to UK schools.
1994 8th June: Being Head of Technical, Safety & Training part of my duties involved the Training of our Cadet pilots with Malaysian Flying Academy in Malacca. At that time MFA was the best Flying School, comparable to UK schools.
We decided that ex- Flt Engineers who were interested, be trained as Pilots and absorbed into the Airline. Seen below is a presentation of the award to the Best Flying Student in that batch, Raj Henry. Raj Henry advanced to being a Captain flying the wide bodies and is just about to retire from MAB. Well done Raj - that's 27 years as a Pilot and overall approx' 41 years as Flight Crew. We are proud of your achievements. (Thank you for the photograph)
For my part in the ceremony I was presented with:
A one of a kind Commercial done on MAS. All credit to our Management team of innovators lead by our MD, Dato Kamarudin.
1993 Commercial. Just Brilliant. Depicts the Airline in its hey day until someone came along and ruined it. MAS has never recovered since - even till today 9th Sept 2016. My heart bleeds for the state of this once great Airline which many of us built through our blood, sweat and tears. Even at the expense of neglecting our families and growing up with our children.
Click on Link below:-
Space Age Commercial done for MAS
1994 - Acceptance MPH. 23rd Sept again overseas. My birthday cake - 51 years old.
1993 Commercial. Just Brilliant. Depicts the Airline in its hey day until someone came along and ruined it. MAS has never recovered since - even till today 9th Sept 2016. My heart bleeds for the state of this once great Airline which many of us built through our blood, sweat and tears. Even at the expense of neglecting our families and growing up with our children.
Click on Link below:-
Space Age Commercial done for MAS
1994 - Acceptance MPH. 23rd Sept again overseas. My birthday cake - 51 years old.
From Left: Walt Neilsen, Boeing Sec assigned to MAS, Jim Furk, me, Jeya, MAS Resident Engineer, Capt Lee E.K
24th Sept 1994
My penultimate Acceptance of a B747-400- 9M-MPH- Everett Washington BC. For this one I trained Capt Ishan and Tharma to conduct Acceptance Checks on a 744.
With the Acceptance team from MAS Engineering assigned to this delivery.
Below: Aug 1995 Kuala Lumpur to Johannesburg three crew operation with Capt Ishan.
Addendum.
A comment from Jason whose father Dougie was an adorable MAS traffic executive working at London Heathrow.
Used to assist me in checking in my sons when they were at Brentwood Grammer.
Most of us would remember Dougie and the others mentioned by Jason.
Hi Capt. Roland,
My name is Jason, my Father Dougie worked for MAS LHR from 1974-1990...loved reading ur blog as I have many memories flying DC-10-30(9M-MAS/T/V) and 747-236B(9M-MHI/J) on my many trips flying to KL and onto SYD on holidays and very privelidged to accompany many Flt crew in cockpit for take-off and landing...many names I would remember if they were mentioned. The 1st Station Manager at LHR was Alf then Wong TK, with Abi as ground engineer and Ramla,Judy,leonie,Anita and of course Dougie...Happy Days and memories I will cherish for ever..If you remember me then I hope your enjoying your 2nd retirement...!!!
hi Jason. Of course I do remember you and dad. You must be a grown up lad now. Did you pursue a aviation career? Warm regards to the staff mentioned above, if you are in contact with them.
We had effeciant devoted Airport/ Station Managers all over our network. To mention a few who got on well with Flight Crew before my memory fades:
An email comment from Wong TK above. So nice to hear from him after 25 years!
The Airline from here onwards were run by a new Management team under Tan Sri Tajuddin Ramli.
My official retirement age was due in September 1998, and although at age 55 one could continue flying till 60 (later this age was increased to 65 subject to stringent medical fitness), I decided to move on when Dato Gurucharan Singh offered me to work with him in Jet Airways Ltd, India.
Although loath to move from comfortable surroundings and loved ones, I decided to accept the offer. Dato was the first MAS staff to move to Jet Airways and later on many other MAS personnel from Engineering, In-flight Services and Customer Services also held positions in Jet Airways.
As Qantas laid the foundation for MAS we pioneers laid the foundation for Jet Airways which to this day resembles the MAS quality of old.
(Editors Note: As of 2019 Jet Airways folded up. How very sad)
Below a video clip of retired planes of Malaysia Airlines. Click link below:
https://youtu.be/8s865idlRcg
With Jet Airways (India) Ltd, based in Mumbai - 1997 to 2003.
Regina, My loyal and faithful Secretary for the 6 years I was in Jet Airways - 1997 -2003.
Below: View outside my apartment along Juhu beach during one of the 6 monsoons I experienced.
With young Capt Sudhir Guar in my office. Sudhir was also my Development Capt handling other Technical matters.
VP's Office at Jet Airways.
In 1999 I attended the Boeing Symposium in Seattle. Took along my Tech Dev Captain Sudhir Gaur along for exposure. Below we are on our way with my wife to accompany.
Part of my team, from left:
Gateway of India
Photos below: Diwali Celebration at Naresh Goyal's place.
Naveen Malkani and Jeya
With monster ex- Lt General.
Fireworks on Diwali.
2002: Contract Negotiations with Embraer from Brazil.
Below: I am with Steve Forte our CEO, and SK Datta the E.D, having discussions over dinner.
Me with Embraer VP and Steve Forte.
My good friend from Delhi - Capt Rakesh Kapahi.
Flight Operations cramped offices
North-East Operation during the Monsoon. Real fascinating! Credit due to all those wonderful Calcutta based pilots who had to operate in marginal conditions each year.
Magic Airlines: Delhi
Firefly Sdn Bhd (subsidiary of MAS)
And last but not least, back in the MAS fold; joined Firefly on August 2007. 10 years after retiring from it
2008. Below Arrival of our 1st ATR on 11th Aug.
21st Dec 2008 - Phase -out of the F50's form Firefly.
24th Sept 1994
My penultimate Acceptance of a B747-400- 9M-MPH- Everett Washington BC. For this one I trained Capt Ishan and Tharma to conduct Acceptance Checks on a 744.
With the Acceptance team from MAS Engineering assigned to this delivery.
Below: Aug 1995 Kuala Lumpur to Johannesburg three crew operation with Capt Ishan.
My collections over the years:
Some of my Stickers
Souvenirs
Long Service Awards:
In Memory of this beautiful Terminal which served us well for about 3 decades.
Still have beautiful and sad memories that flash past my mind:
- Our meagre facilities for Flt Ops.
- The chilling reality of our own B737 being hijack just 4 miles (less than 2mins) from touchdown RW 15.
- The Red Army stand off (1975) and also a Cabin Crew Work to Rule. The brave actions of our then PM Tun Razak and Hussein Onn respectively, to deal with these situations.
(See following Link for those requiring more information: https://www.youtube.com/watch?v=Fy54ckG8LdA)
- JAL DC-8 in 1977 and our A300 Dec 1983 CFIT (Controlled Flight Into Terrain) accidents on the approach to RW 15.
- In Feb 198, Flying Tiger 747 Cargo, Flight 66, that also had a CFIT accident inbound to RW 33.
(Link: https://youtu.be/bj8tMaCY-HI)
- The sad B707 arrival from London bearing the remains of our PM Tun Abdul Razak in Jan 1976. It was a sombre occasion indeed.
- A destructive fire we had along the passage-way to aircraft Bays - thank God it didn't destroy the main Terminal.
Cabin Crew going for flight.
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Above: Stamp depicting Terminal 1 - think its date stamped 1965 - The Concorde used to operate then until environment issues killed it.
Terminal 1 - Before the split. 9M-ADT I believe is the second B707-312 MSA purchased from Boeing.
A comment from Jason whose father Dougie was an adorable MAS traffic executive working at London Heathrow.
Used to assist me in checking in my sons when they were at Brentwood Grammer.
Most of us would remember Dougie and the others mentioned by Jason.
Hi Capt. Roland,
My name is Jason, my Father Dougie worked for MAS LHR from 1974-1990...loved reading ur blog as I have many memories flying DC-10-30(9M-MAS/T/V) and 747-236B(9M-MHI/J) on my many trips flying to KL and onto SYD on holidays and very privelidged to accompany many Flt crew in cockpit for take-off and landing...many names I would remember if they were mentioned. The 1st Station Manager at LHR was Alf then Wong TK, with Abi as ground engineer and Ramla,Judy,leonie,Anita and of course Dougie...Happy Days and memories I will cherish for ever..If you remember me then I hope your enjoying your 2nd retirement...!!!
hi Jason. Of course I do remember you and dad. You must be a grown up lad now. Did you pursue a aviation career? Warm regards to the staff mentioned above, if you are in contact with them.
We had effeciant devoted Airport/ Station Managers all over our network. To mention a few who got on well with Flight Crew before my memory fades:
London: Wong TK
Frankfurt: Hans (big fellow)
Charles De Gaulle: Daniel
Mexico:
Hongkong: Phillipe Lam
Honolulu:
Los Angeles:
Tokyo: Mr Ikai
Sydney: Bill Gates
Melbourne:
Chennai (Madras then) :
Link below provides a Video all about Malaysia Airline(s). Some of the photos in it have been taken from this Blog. Happy viewing of the good old times:-
https://youtu.be/Vf7Urx7vbcg
Above: Mr Wong TK Airport Manager London Heathrow. Flight Crew had a good working relation with him.
An email comment from Wong TK above. So nice to hear from him after 25 years!
"Dear Captain R Thomas
It is very nice to received your email and fine you well. When i went through your blog i cried knowing that our great airline
which we all work for now came to this situation . yes we had a great time and all of us really work hard but enjoyed ourselves.
Sorry to know about your wife but life must go on. I am now coming to 79 years old still living in Reading Uk with my wife and two daughters
with 4 grand children . Still play golf and do country walks but with the present lock down situation not able. I still go back to KL and Malacca where i come from and i do meet with Mr Lee Shu Poh for lunch and talk of good old days etc. If you can kindly give me your phone number
to keep in case when i stop over in KL when the lock down situation ends then we can meet and talk I still email to Captain Arthur Reynold
once a while as he now in Melbourne Mr . Eddie Vella passed away a few months back when Captain Arthur email me. Hope this will start our
email communication . thank you and keep safe and take care. You are great. bye "
The Airline from here onwards were run by a new Management team under Tan Sri Tajuddin Ramli.
My official retirement age was due in September 1998, and although at age 55 one could continue flying till 60 (later this age was increased to 65 subject to stringent medical fitness), I decided to move on when Dato Gurucharan Singh offered me to work with him in Jet Airways Ltd, India.
Although loath to move from comfortable surroundings and loved ones, I decided to accept the offer. Dato was the first MAS staff to move to Jet Airways and later on many other MAS personnel from Engineering, In-flight Services and Customer Services also held positions in Jet Airways.
As Qantas laid the foundation for MAS we pioneers laid the foundation for Jet Airways which to this day resembles the MAS quality of old.
(Editors Note: As of 2019 Jet Airways folded up. How very sad)
Below a video clip of retired planes of Malaysia Airlines. Click link below:
https://youtu.be/8s865idlRcg
With Jet Airways (India) Ltd, based in Mumbai - 1997 to 2003.
My Staff in Flight Operations.
My Manager, Ops Engineering - K S Ramakrishnan. A wonderful and brilliant Performance and Navigation Engineer.
Together we achieved a lot. He retired just before I did and is currently either residing in the USA. Amazingly fit for a then 76 year old.
Together we achieved a lot. He retired just before I did and is currently either residing in the USA. Amazingly fit for a then 76 year old.
Renita and Premila D'souza.
Charming Secretaries.
An East Indian, married to Mark Hanif with 2 beautiful children, Keagan and
Roxanne.
Below: View outside my apartment along Juhu beach during one of the 6 monsoons I experienced.
With young Capt Sudhir Guar in my office. Sudhir was also my Development Capt handling other Technical matters.
With Capt Mohd Shain my Development Captain in charge of the B737 NG intro together with Capt Sudhir below. Friends to this day and we keep in regular touch.
VP's Office at Jet Airways.
Part of my team, from left:
Capt Cedric - He left Jet and joined Spice but am not sure of his recent whereabouts
3rd from left Capt Malkani Vice President of Flt OPs and Capt Moghe the Chief Pilot Line.
Below photos taken from 401, Shubham Aptms, Juhu.
Our cozy 2,600 sq ft Apartment. It was Dato Guru who managed to obtain this location just by Juhu Beach. Most of the other expats were housed elsewhere.
Our cozy 2,600 sq ft Apartment. It was Dato Guru who managed to obtain this location just by Juhu Beach. Most of the other expats were housed elsewhere.
Juhu however had many cows around roaming around - very much like Buntong, Perak, from where Guru hails, Ha!Ha!
Monsoon in Mubai: Our apartment was 50m from the beach and these two shots were taken from our balcony.Mumbaites love the rain and the monsoon. It was our 6th monsoon and we had had enough of it.
The winds could be as much as 30 - 40 kts gusting and the waves were vicious.
First function with Jet Airways personnel at Naresh Goyals Apartment Block.
Photos below: Diwali Celebration at Naresh Goyal's place.
Naveen Malkani and Jeya
With monster ex- Lt General.
Fireworks on Diwali.
Below: Dinner at our Chairman Naresh Goyal's residence
Also present were Peter Leuthi, the new COO and Wolfgang the CEO.
The brains behind the Airline are Saroj (sadly he passed away last year), Vic Dungca and of course the man himself Naresh Goyal its Chairman.
2002: Contract Negotiations with Embraer from Brazil.
Below: I am with Steve Forte our CEO, and SK Datta the E.D, having discussions over dinner.
Me with Embraer VP and Steve Forte.
Purchasing an Flight Training Device from Atlantis, Ontario
Year 2000! Trip to Ontario to finalize arrangements for purchase of a B737-400 Flight Training Device for Jet Airways. The team included my Tech Development Captain Sudhir Gaur and our Simulator Maintenance Manager G.R Reddy (retired IAF Group Captain)
Dinner at the revolving restaurant, CNN Tower.
The host was
From left: Meriam, Sudhir, Reddy and me.
Dinner with the President and staff of Atlantis the manufacturer of the FTD (Level 4).
The FTD that I introduced was a value for money device that formed a bridge between the 737 Classic aircraft that Jet possessed at that time and the B737 NG's. It was configured to a B737-400 while our B737-800 NG Full Flight was from CAE which were based in Montreal. DGCA granted us recognition for recurrent training differences to be covered on the 737-400 FTD.
My good friend from Delhi - Capt Rakesh Kapahi.
Resigned from Jet Airways, w.e.f 30 Jun 2003, after serving them for 5 1/2 years as VP Flight Operations.
Capt Mohan (ex- DFO Air India) is standing to my right.
Photos were taken at a farewell luncheon held in SM Centre, Mumbai.
On my left is Cmdr Baal and Gr Capt G R Reddy (Simulator Engineering Manager) and Vidiya one of our Stenos.
Flight Operations cramped offices
My words of response were: "There's a tide in the affairs of men which when taken at the flood, leads on to fortune. Omitten........"
I have taken the tide, and now, as all tides do ebb, so to, I have to ebb away into retirement."
S.K Datta ( with the beard) smiles at this statement and so does Capt Malkani on his left and Jennifer D'silva (Exec PA to Chairman, Naresh Goyal).
Thanks Jenifer for organising the farewell luncheon.
Quite a sad day on the whole.
On reflection Jet Airways was a very good employer and deserves the No 1 status it has acquired in India and maybe very soon, in the world.
I am glad that I have, in a small way, laid some foundation in Flt Ops, and now pass on for better things in life.
Capt 'Slim' Mohan saying a few words of farewell.
North-East Operation during the Monsoon. Real fascinating! Credit due to all those wonderful Calcutta based pilots who had to operate in marginal conditions each year.
Magic Airlines: Delhi
Subsequent to my time with Jet Airways in 2003 no longer had I started retirement India beckoned again. This time it was for Magic Airlines which was a start-up carrier, based in Delhi. There was a lot of work to be paper work and planning to be done for the Airline to be granted approval by the DGCA.
The Owner was M/s Nira Radia, a gem of a Boss and knowledgeable on aviation matters and Airline operation. The team she recruited consisted of Mr Ng Fook Meng, Suppaih, the late Murugesu and Subramanium - all ex-MAS Staff. Ng FM headed the team.
For more on Magic Airlines go to my Blog labelled such.
Firefly Sdn Bhd (subsidiary of MAS)
And last but not least, back in the MAS fold; joined Firefly on August 2007. 10 years after retiring from it
Initially joined FY as Head of Flight Training but reappointed as;
Head of Flight Operations Jan 2008.Successfully Inducted the 5 ATR 72- 500's for Firefly's in 2008 and phased out of the F50's in Dec 2008.
We commenced Contract and Tech Spec definition for the ATR 72-500 immediately with ATR.
Below with our MD Eddy Leong, MAS Legal and ATR Francois Leneveu. Extreme right is Christophe Potocki marketing salesman extraordinaire for ATR.
We commenced Contract and Tech Spec definition for the ATR 72-500 immediately with ATR.
Below with our MD Eddy Leong, MAS Legal and ATR Francois Leneveu. Extreme right is Christophe Potocki marketing salesman extraordinaire for ATR.
2008. Below Arrival of our 1st ATR on 11th Aug.
Welcoming the arrival of our first ATR-72.
From left: Tajuddin (Head of Operations MAS), self as Head of Flight Operations, Ken Chong (Simulator Instructor with ETOPS) and Meng who was COO Firefly.
21st Dec 2008 - Phase -out of the F50's form Firefly.
Group Photo with the F50 Pilots.
Our MD Eddy Leong is standing on the top of the stairs with his fold of Flight Crew. I am seated at the bottom. This occassion also marked the commencement of my semi-retirement phase (twilight) prior to full retirement on the 13th July 2009.
My last day in active Office- Dec 2008. Semi-retirement from here on.
(Continued as consultant to Firefly from then on.)
(Continued as consultant to Firefly from then on.)
A farewell party was held in our FY office attended by all staff. We were a growing airline, small in size and a close knit family . Cake to bid me adieu with speeches to follow.
Speeches by all. Here we have Grandpa' Patrick Lee cracking a joke.
Speeches by all. Here we have Grandpa' Patrick Lee cracking a joke.
2008 19th Dec.- Hard to say goodbye to wonderful staff of Firefly. Capt Jalil my Chief Pilot and who will be eventually assuming my position, is 3rd from right.
Firefly is easily among the top small airlines and we were giving Air Asia a run for their money.
For more details on my life in Firelfy go to my Blog labelled such.
I did not do it "My Way" but HIS way.
To God be all the Glory for these 46 years in Aviation.
Comment from 'Darren' on the 18th Sept.
I was looking for information on the F-27 which my former company used to charter, and came upon your site by chance or destiny. What an amazing career/life you have Captain, and an incredible testament to your wonderful faith in God. It was timely for me. Thank you and God bless!
