New Delhi IGI Airport, as seen from 40,000 feet en-route from Kathmandu to Muscat @Oman Air. This is the closest I have got to India since my last trip in 1998! Usually I keep my eyes closed when the plane goes over India...but this time I couldn't resist taking a photo of New Delhi!: Photo Copyright Navjot Singh After a four-hour flight from Kuala Lumpur, we landed at Tribhuvan International Airport in Kathmandu, the capital city of Nepal. This was my first trip to the country, and as with any trip where you go to a country for the first time, there was a sense of excitement lingering in my mind as to what to expect when I arrive. Prior to my trip to Kathmandu, I had read some blog posts written by Western tourists who had expressed their disappointment with how bad the conditions are at the arrivals hall at Kathmandu Airport. From my experience, I can say that the process from disembarking from the aircraft to going through customs and to finally collect my luggage from the baggage carousal was a smooth one. There were no touts at the arrivals hall, no pushing or shoving from any of the fellow passengers and there was no confusion whatsoever. All the staff at the airport speak good enough English and I did not at any moment feel that they were going to cheat me in any way. Everything seemed to be in order and cleaner than I had thought before I arrived here. Even if I had flown Economy Class (I flew Business Class in this instance), then the experience would have been the same, as there is no separate formality for Business Class passengers arriving at Kathmandu (except the express customs lane and/or unless you are a VVIP!). My first impressions were that Nepalese people are very friendly and hospitable. Though, however, I have to admit that there was a sense of expectation of coming across traumatic scenes. This may have been because the city had recently been through two devastating earthquakes and received a lot of media attention. At the airport, I saw a few helicopters belonging to the United Nations World Food Program. At a side of the airport, and away from the main apron, there was also a damaged Airbus A330 belonging to Turkish Airlines, which, on the morning of the 4th of March, skidded off the runway after landing. The pilot overshot the runway during an initial attempt to land, before making a second attempt that sent the plane skidding off the tarmac. Being a small airport, understandably, it is not so busy. Most importantly, I did not see or feel at any moment that someone was going to snatch my luggage and run away with it (as someone had pointed out in a blog I had read before I arrived here). I had five pieces of large luggage (plus my cameras and my laptop!), and as a single man travelling by himself, I felt completely safe. In fact, some of the fellow Nepali passengers were willing to assist me with my luggage, which was nice to see. One thing I would recommend is that you can pre-book your taxi with your hotel or host company before you arrive here. My chauffeur driven van from the Hotel Yak & Yeti was waiting for me outside the arrivals hall. Meeters and greeters (taxi drivers/relatives etc.) at Kathmandu Airport are not allowed to go inside the terminal building. Instead, they have to wait under a shelter (seen in the photo above) outside the arrivals building. Even for departures, only passengers are allowed inside the airport building (even for check-in). There is no haggling, touting or any hassle. Remarkably, everything is in order. My driver was waiting for me outside.: Photo Copyright Navjot Singh A Malaysia Airlines B777-200 parked at Kuala Lumpur International Airport (KLIA). Memories of the two Boeing 777-200 aircraft belonging to Malaysia Airlines that were involved in accidents in 2014 (MH17 and MH370) are still fresh in mind, and every time I see a Boeing 777 belonging to Malaysia Airlines, the events surrounding the unfortunate circumstances of both accidents immediately come to mind. Am I scared to fly with Malaysia Airlines because of those events? No, I am not, and neither should anyone else be afraid to fly with a fine airline as Malaysia Airlines. I firmly believe that those crew on flights MH17 and MH370 were fine people doing their job to take passengers safely in comfort from one place to another, but sadly due to unfortunate events that were out of their control, they perished. Millions of passengers fly around the world, and flying is still one of the safest ways to fly. Let us not forget that Malaysia Airlines is one of the best airlines in the world- it is one of the great legacy carriers. In 2008, I fondly remember having a conversation with Martin Barrow (former MAS Executive Director) in his London office where he invited me to try and experience flying Malaysia Airlines. "Navjot, try Malaysia Airlines and review them. Winner of the Best Cabin Crew awards for many years", said Mr. Barrow in 2008. Ever since that day, I have always wanted to fly with Malaysia Airlines, but could not do so. Thankfully, that day arrived in August (yes, in August, I have been busy all this time so did not have time to update my blog). I am proud to say I flew Malaysia Airlines from Kuala Lumpur to Kathmandu on a Boeing 737-800 (I will write a full review later). The very professional and friendly crew of Malaysia Airlines flight MH170 from Kuala Lumpur to Kathmandu in August. All power to them and their colleagues for having the courage and professionalism to continue to doing such as wonderful job after their company suffered such tragic events in the past two years. They say that in the airline industry, an airline is finished if it suffers two or more accidents. However, I do believe Malaysia Airlines will once again be the Skytrax 5-star airline that it used to be. From my experience, their cabin crew and in-flight service is among the best and up there with the top airlines in the world (and for those who may be wondering - no, I am not being paid to write this.): Photo Copyright Navjot Singh Kuala Lumpur means muddy confluence, perhaps because it gets it's fair share of rain. The 13th busiest in the world always seems to be empty, unlike JFK which at 19th busiest always appears to be more busy than it should be (or can handle). It's built about 50kms from the city, about an hour's ride by taxi, and is surrounded by forest because the former prime minsiter wanted to create the illusion that the airport is in the middle of the forest (which it is), and would pave way for other airports to be environmentally friendly - away from the city centre to reduce noise etc. The Kuala Lumpur Grand Prix track is located nearby.
Forests mean green, and green means hot...it gets very hot and humid here - almost into the 90 percent humidity as well as into the 40 degrees Celsius. During approach, planes have to contend with turbulence due to the localised hot air rising from the canopy (whcih we experienced on our way from Hong Kong). Having spent five days at high-altitude (at 3,500 meters above sea level), I caught a slight cold and a runny nose. Usually the advice from doctors is that you shouldn't fly when you have a cold because your ears are more susceptible to be blocked. On a short-haul flight from Jiuzhaigou to Shenzhen (via Chongqing), my eardrums took some battering during decent and they just became totally blocked. I couldn't hear anything.
For the first leg of the flight, I felt pretty good at altitude, however when it was time to descend into Chongqing, I experienced the worst ear pain ever. I couldn't hear anything. My head felt as if it’s in a vase, and descending increased the pressure more. Why did this happen? The key way to learn this is to know that a human head has holes in it. These holes include the eight major sinuses, which are paired in either cheek, the forehead, between the eyes, and a deeper pair far behind the eyes. Each cavity holds anywhere from a milliliter to four or five tablespoons of air. Inside our heads, each of our sinus cavities "communicates" with - has an opening to - the nose. This opening, however, is quite small and may be only one millimeter across. Under normal circumstances, this opening is large enough to let air travel freely between its sinus and the lining of the nose. As we gain altitude, the air pressure around us drops so, the pressure inside our sinuses is higher than the outside. The sinuses don't expand like a balloon does because air flows through the communicating channel to the nose, thus equalizing the pressure. The reverse happens on descent. However, the big problem here is that if we have a cold or other upper respiratory infection, the mucous membranes that line the inside of all our airways, swell and become inflamed. When this happens, the tiny communicating channels can easily become blocked. Then, pressure in the sinuses may be great enough to force air out through a narrowed channel, taking bubbling bits of mucous with it. That causes the squeaking sound we hear as the pressure equalizes. This swelling and inflammation acts like a flapper valve. It lets air out, but it doesn't let air back in. The pain was excruciating- it felt like the end of the world. To open the Eustachian tubes under normal circumstances, use the Valsalva maneuver. I did what you should do- that is to pinch my nose shut, close my mouth, and tried to exhale gently through my nose. It should have forced the pressure into both ears and I should have felt my eardrums pop. It sadly didn’t work. The pressure differential - increasing ambient pressure causing low pressure in the sinuses - can be so great that the sinus lining literally can be ripped right off the bone. For the eardrum to vibrate properly, air pressure on both sides has to be equal. The Eustachian tube connects the middle ear to the back of our throat. As we gain altitude, air can spontaneously bubble out of the middle ear. The small muscle in the back of the throat acts like a flutter valve. During descent, the muscle must hold our Eustachian tubes open, which allows air to pass through them and equalize the pressure in our middle ears. If we can't do this, the outside pressure can push the eardrum inward enough that it might rupture. And, that’s exactly what happened to me. A ruptured eardrum will usually heal on its own in two to three weeks. But I didn’t have the luxury of waiting two or three weeks at the ground. My next flight was to Kuala Lumpur in two days and then after three days in Kuala Lumpur I was expected to fly to Kathmandu (again at high-altitude), and then after a week in Kathmandu, I had a 12-hour flight to London! I decided to go and see the doctor in the Accident & Emergency department of the local expat hospital in Shenzhen, and have my ears checked out. The doctor used sound therapy to clear the ears- took less than 10 seconds and cost about US $20. Basically he pushed a tiny pipe into the eardrum and with a couple of ‘bleep’ sounds, the air was cleared. With antibiotics in hand for the next six days, the only piece of advice was: “Navjot, don’t fly for at least two weeks”. I had no choice it seems. Just hoped that it would not happen again! Jiuzhaiguo Airport...at 3,500M above sea level, it is the 3rd highest in China and with straight cliffs at each side of the runway ends. No night-time landings/take-offs. The airport is built on three mountains...and is relatively new (2008 if I'm correct). It's amazing how China sliced off the top of three mountains to make an airport...would never happen in the West (well..it would take years /decades to get planning permission!). Chengdu Airport is so big, that they have guides on skates and Segways to help passengers!
At Chengdu Airport, bumped into an IL-76 belonging to PAF. No doubt a sign of the excellent relations between China and Pakistan! Amazing to see that this aircraft still flies. This one has missiles attached to it, too! Wonder what the Pakistanis are delivering or taking from Chengdu.
Guangzhou's old airport, Baiyun Airport, closed down in 2003. I was lucky enough to fly into it back during my first few years in China. Guangzhou was a truly different place in those years- it was the real China! Sadly, there is no trace of the old airport left, except for the control tower building (seen above), which has also been revamped to house a high-end Japanese restaurant! The airport grounds have been replaced with a high-end shopping mall and a huge car park. There is no memorial to the old airport and no reminder for future generations to tell them that the old airport was here (sad): Photo Copyright Navjot Singh How do you end up missing three flights on one evening? Can it really happen? The simple answer to that is, yes it can, and it happened to me. So, if you suffer a similar unfortunate issue, you have my upmost support and sympathy.
In May this year, I was supposed to fly on Air India’s brand new Dreamliner Boeing 787 aircraft to promote their Business Class (and the aircraft itself). The flight was booked to go from Shanghai Pudong International Airport to New Delhi IGI Airport. From Delhi, I had a connecting flight to London with Oman Air (via a short stopover in Muscat). This was my first time to try out Air India, and the airline had specifically invited me. Since I have a British passport (Sadly, I am not Indian), so therefore I was to the understanding that I had to get a visa if I was to even transit through New Delhi, even if I had a connecting flight with a different airline. Not only I double checked, but in fact I triple checked with the senior management and even went to the board level at the airline to make sure whether I did or did not require a visa. The senior management, namely Air India’s China Managing Director at that time (whom I am not going to name in this article), told me that as a British citizen, I did not require visa if I was just transiting via New Delhi - even if my onwards journey was with a different airline. Being the fact that she was the country Managing Director, I respected and trusted her words. In any case, I showed her the proof from the Indian Consulate General’s website, which at that time, clearly stated that British Citizens required a visa for India if they were transiting to catch another flight, even with a different airline. Effectively, I would have had to collect my luggage upon arrival at Delhi, leave the building and then check-in again for Oman Air. However, despite I showing her the request from the Indian Consulate General in Shanghai, the Air India Manager was adamant that I did not require a visa at all. Before the actual day of the flight, the Air India MD told me that the airline’s station manager would be at the check-in desk to personally greet me and take me through to the aircraft before boarding (this is normal security procedure for media every time I carry out an airline review). Come the day of the flight, as you can imagine that I was super excited. It was a Friday evening, and my scheduled flight was at 10pm. I got to the dedicated Air India check-in counter at Shanghai Pudong Airport around two hours before departure. The first thing I noticed was that all the check-in staff were local Chinese and were wearing Chinese Eastern Airlines uniforms. Where were the Air India staff? Well, to my surprise, Air India have no native Indian check-in staff at the airport because of financial cuts, they have outsourced their check-in and ground handling to China Eastern Airlines. The airline’s duty manager (who was Indian), was nowhere to be seen either. Apparently, he was on the ground next to the aircraft and his mobile was switched off, when he should have been at the check-in counter as that’s the job of the duty-manager. When I checked-in, I showed them my media documents, passport, flight ticket, and the necessary permission letters that I had got from the Air India management. The gentleman at the check-in counter initially gave me my boarding pass, but then he noticed that I had no transit visa for India, and therefore I was denied boarding. Both the check-in staff and I tried to get hold of the senior management at Air India, and the duty manager; however to my surprise and disappointment, nobody picked up the phone. After waiting for around a further 20 minutes, the check-in staff came back to me and told me something I did not want to hear: “The duty manager does not know who you are, and nobody briefed him that you will be on this flight. You need a transit visa for India, otherwise we cannot allow you on this flight” he said. “Where is the duty manager? I want to talk to him” I said in my response. The check-in staff member went on to say: “The duty manager is busy near the aircraft and he has checked all his emails, and documents, and he does not have any information about you or any other journalist to be on this flight. I’m sorry, sir, but I have no choice but to deny you boarding on this flight. Your baggage will be back with you shortly” The sad part of all of this episode was that there was nobody who could help me - not from Air India or from China Eastern Airlines. The check-in staff were helpless. The blame goes directly on serious incompetence and lack of effective communication from the airline’s senior management and board members. I have never experienced anything like it with any other airline - ever, and trust me, I have reviewed many airlines, and all the experiences have been positive. This was not a good first for sure. I have friends who are working as pilots and cabin crew for Air India, and they all do a great job. But the root cause of all the ills of any company come from the top to the bottom. The fact that the senior management of a national flag carrier of one of the largest democracies in the world can easily get away with this is a complete shambles. Surely an embarrassment as well. The fact that no one from the airline apologised is also a serious disappointed. It is just diabolical. I understand that such incidents can and do happen with other airlines. But when you are trying your best to help to improve and sell the brand image of an airline that is already suffering from financial problems and countless number of embarrassing incidents that have let the company down in the public limelight, it does no justice whatsoever for them to make mistakes like these. They simply cannot afford to do this. Does it let the image of the airline down? Yes, it does. Air India used to be one of the best airlines in the world when the Tata group owned in back in the 1960s/70s, and it was one of the first in the world to operate a jet aircraft. Those glory days are long gone. The airline’s brand mascot is a Maharajah, and their brand motto is “Your Palace in the Sky”. Well, I’m not sure whether it is still a palace in the sky or not because I’ve never tried their service, but they have definitely let the maharajah down. Either that or he’s cursed. At this point it must have been around an 8.50pm, about an hour after I initially arrived to check in. Exceedingly frustrated, hot, humid, dejected and somewhat panicked, I collected my baggage and thought of plan B. The only thoughts I had in mind were that I had to make it to London no matter what. The sad thing was that not only did I miss the Air India flight, but in the process, I also missed the connecting Oman Air flight from Delhi to London. It was nearly 9pm by now. My only hope was to purchase another flight. But, to make matters worse, most of the airline ticketing desks were closed, my laptop was operating on only around 2% battery (and the charger was in the baggage somewhere, which I didn’t have time to find), my mobile phone’s battery was low, too, and there was VPN available (Google, YouTube, Gmail, Hotmail are all blocked in China and so you need a VPN). My only hope left was to run to the Business Centre (which closed at 9.30pm) and pray that I could catch one of the last remaining flights of the night to London - Aeroflot, Air France, Lufthansa, Emirates, Qatar, Etihad, Turkish all had flights going to London via their respective hubs. The Air India desks were at aisle G, and the Business Centre was at A, and being the large airport it is, Pudong Airport’s Terminal 2 departures all is HUGE to say the least…you can imagine a helpless chap with three pieces of baggage, laptop and cameras, running –sweat pouring all over – at breakneck speed from one part of the terminal to the other! While making full use of the exceeding slow internet at the Business Centre, I used my Barclaycard Visa to purchase a one-way economy class ticket with an Etihad Airways flight the same evening for US$750. By the time I bought the ticket, it was 9.20pm and the Etihad flight check-in closed an hour before the flight at 10.30pm. Great! I would get home on time and enjoy a nice bubbly on the plane after all what I went through! What a relief…so I had thought! When I checked-in to the Etihad Airways flight, to my shock the staff there could not find my ticket reference number. I was gobsmacked. Even with my passport and date of birth they could not locate any information on their computers. Even worse was that I couldn’t access the Gmail address which I gave when I booked the ticket (as pointed earlier that Gmail is blocked in China and I had no VPN either). In the heat of the moment, I forgot to take a note of the reference number. Therefore, I was denied boarding on the Etihad Airways flight, too. Utterly dejected, angry, dazed and just exhausted, I literally begged the Etihad Airways staff to look for the flight ticket reference, but at no avail. For the next ten minutes, I just sat on the floor on the airport terminal, and pondered over plan C and tried to keep positive. The only option left now was to book into a hotel and book another flight early the following morning, as well as apply for the refunds from Oman Air and Etihad Airways. I had no choice but to spend more money and stay the night at the Shanghai Airport Hotel (located between Terminals 1 and 2…that cost me around US$70 for one night). When I got to the hotel, I finally manage to charge the batteries of all my devices, and was able to access the VPN to book another flight. When I accessed the Gmail account, I saw that I had indeed received an email from Etihad Airways confirming my flight ticket – it may have been too close to the flight for the system to send the data to the check-in counter. I managed to purchase a one-way Virgin Atlantic flight for US$650. Altogether, I managed to lose over US$2,000 that night (two flight purchases, hotel for one night and the cost of my connecting missed flights with Oman Air). Imagine if I had a family with two kids, for example…no doubt it would have been a VERY expensive and exhausting evening (thanks to the blunders from Air India and Etihad Airways). After this traumatic experience, I was even prepared to fly cargo if I had to. The following morning, I arrived at the airport with plenty of time in hand, grabbed a hot Starbucks cappuccino and was prepared for the worst. Thankfully, I managed to check-in without any issues and enjoy a lovely flight from seat 44 at the back of an ageing Airbus A340 belonging to Virgin Atlantic. Interestingly, our Virgin Atlantic flight arrived an hour before the Oman Air flight that I was due to arrive on originally. I hope I never get to experience anything like this again. As for flying with Air India? Well…this was supposed to be my first time and I hope that the next time I try to fly with them, I really feel as if I am in a palace in the sky! I can understand the mistake made by Etihad Airways as that is more than likely to be a technical error, but there is no excuse for Air India, where human errors from the senior management have resulted in a complete failure of communication. Always nice to read your own article in an in-flight magazine! Came across my own words on a China Southern Airlines flight from Hangzhou to Qingdao recently -- 'nihao' magazine (click here to read more).
Located 37 kilometres (23 mi) south west of Dubai, the Al Maktoum International Airport opened on 27 June 2010. It costs about 120 Dirhams and takes around 30 minutes by taxi to get to from the city centre. The airport is relatively underused by only a handful of airlines. I flew out of it with Qatar Airways to Doha: Photo Copyright Navjot SIngh
The Aircraft Dispatch Engineer (left hand side), stands level with the flight deck side window, but clear of the spinning engines' intakes (don’t want to get sucked in!), and holds up the nose gear steering pin for the benefit of the pilots to see before waving goodbye. He is not saying “Chocks away, chaps!”, but the meaning is something on similar lines. Attached to the pin is a long red tape with the words 'Remove Before Flight' written in large white letters. The pin is necessary to prevent un-commanded movement of the nose wheels during the pushback phase from the aircraft stand. If the pin is not removed then the gear will not retract, which, in the past, has resulted in embarrassment for pilots in a number of airlines (you can Google it!). It means dumping enough fuel to prevent an overweight landing, then returning to land. This can cost an airline millions of dollars (US), cause unnecessary delays, cause extra stress/pressure to the pilots and make a lot of passengers unhappy and worried- none of which any airline or pilot wants. Aircraft can usually take-off with a much greater weight than they can comfortably land. So, for example the Airbus A380 (and I believe the Boeing 787, too) can always land at its maximum take-off weight in an emergency, but it’s very stressful on the brakes and hence can cause tyre bursts.
Like the rest of the world, I first heard about the Malaysia Airlines flight MH370 tragedy on the morning of the 8th of March. A simple message on my phone from a friend who lives in Shenzhen appeared: 'a Malaysia Airlines plane en-route to PEK is presumed crashed with 239 people on-board'. I was shocked (and still am shocked). The flight was code-shared with China Southern Airlines as CZ748. I could have been on that plane had I taken that route to Beijing. It could have been anyone of us. I frantically started browsing through the various news channels to get more updates. There was nothing any of the news updates could report except that a plane was lost...it was totally bewildering. To not get a word out was very disconcerting and unusual (and still is)…'How could a sophisticated and modern Boeing 777-200 aircraft at 35,000 feet get lost around an hour after take-off in this modern-tech age?' The plane's radar transponder (which provides a ‘squawk code’ that enables ATC to track it’s movements on radar), and VHF radio link were mysteriously disabled around an hour after take-off and no one knew where the plane was or where it was heading. Since that day, the world's attention has been focused with great interest on this lost plane and its 239 passengers and crew (12 crew members and 227 passengers from 15 nations and regions; the majority of passengers were Chinese citizens). One probably cannot even imagine the horror that the relatives and families of those on-board the aircraft are going through. I do believe that the media has been too intrusive and sometimes have gone over the top when focusing on the families. Being a journalist I know very well that photographers may have to get pictures of the grieving families to please their editors, as those pictures earn them their bread and butter (sadly..), however I don't want to or have to look at them. Not only is it bad taste, but also disrespectful and wrong in my opinion. I believe that in some media reports it was confirmed that family members even scuffled with the media scrum, asking them to stop taking photos of grieving relatives. We are now led to believe that it has apparently crashed in the far reaches of the southern Indian Ocean. However, that being said, this case is still a mystery...and the truth, when we finally find and recover the wreckage (I believe they will), will be even more surprising and shocking as some of the theories that have been put forward. There have been many theories relating to the plane’s disappearance, some of them perfectly valid, and some of them completely absurd and unbelievable. For three weeks, friends and relatives of those on-board have been hoping for news - any news- of the wreckage of the plane- but nothing so far has come out. This has understandably caused a sheer amount of frustration, anger, and complete mistrust with the airline and the Malaysian government by the relatives of those on-board this ill-fated flight. Theories…Theories…And Yet More Theories (but no solid facts) Whenever there is a situation like this involving a plane crash (or presumed plane crash etc), I tend not to watch the TV news reports too much because there are too many conflicting arguments to and fro, and without being disrespectful to anyone I can say that there are far too many ‘aviation experts’ and journalists alike all proposing their own theories. Second-guessing and speculation does no good and is of no value to nobody. I don't believe in conspiracy theories because they make little sense. It is better to wait until either the wreckage of the aircraft is found - which has not happened at the time of writing this blog. Again, no offense intended to anyone, but you just wonder how on earth did some of these journalists become 'aviation experts' when some of them cannot even distinguish an aircraft type and they conjure up their own theories? Who gave them that title? It doesn't look good...and with all due respect even some airline pilots would not call themselves 'aviation experts'...they may be very good travel journalists who have reviewed luxury hotels, airlines etc....but lets not promote them or brand them as being an 'aviation expert'. I am not an aviation expert...that honorable title should be given to someone with a serious amount of technical knowledge about aviation, such as, for example, Flight Global's safety expert David Learmount and independent aviation expert Chris Yates. Both of them are highly admired within the industry. Then there are plenty of aviation experts at Boeing, Airbus, NASA etc. Some of the theories that have been mentioned by many experts include: 1. Uncontrollable fire on-board or decompression of the aircraft cabin, 2. A bomb, 3. Pilot suicide, 4. Accidental shoot down, 5. Over speed, manual recovery stuff-up, stall, loss of complete control. 6. Midair collision, 7. Hijacking Theories 1 and 5. could be plausible as 95% of crashes happen around 8 nautical miles either side of the airport below 3,000 feet and around 95% of aircraft fires happen in the first TWO hours of a flight (these are facts proven and well-known in the aviation industry). Airline pilots are rigorously trained during every simulator check (every 6 months) to realize quickly that the fire is uncontrollable, and then dive for the ground as quickly as possible before the wing burns through and find the nearest airport to land at (if possible)- all under 20 minutes. However, ditching any plane in the dark (this plane disappeared at around 01:20am) is not easy, and especially when you are flying at around 300 kph. In the initial stages of the investigation, the only real evidence available to the public was the visual observation from an oil rig worker, a New Zealander called Mike McKay. He noted in his e-mail report (which was issued publicly as shown below), that he saw flames start, and go out, at altitude near where the Vietnamese radar trace concluded. An experienced Captain I know commented that his initial reactions upon reading this report ‘led him to assume a wing separation because of over-stressing of the airframe in an apparent recovery attempt from a stall and then an eventual uncontrollable spin straight into the sea.’ That particular Captain went on to say: ‘I figured the lack of debris due to the aircraft going straight-in, and compressing the 777 to the size of a bus.’ Nobody has publicly discounted Mr. McKay’s report, and there has been no proof so far…but yet more anguish and frustration for the families and relatives of the ones on-board the aircraft. There were also many reports about the aircraft being picked-up on radar west of the Malay Peninsula. Nevertheless, the Chief of Royal Malaysian Air Force in a media statement rejected these unconfirmed reports on the 11th March (please see below)* It is difficult to believe theories 2, 3, 4, 6, and 7. This is because there is no proof of any such bomb, and no terrorist group from anywhere has claimed responsibility or any demand for ransom for hijacking (from past cases we have seen that terrorists and hijackers usually cannot help taking responsibility…). Initially there were suspicions of terrorism or hijacking based on reports that two Iranian passengers boarded the flight with fake passports; however, it was eventually revealed that they were just after a better life in Europe. There would have been a clear demand from someone if this plane was held on ransom. A recent example of this was displayed on the 17th February earlier this year when an Ethiopian Airlines Boeing 767 was hijacked by it's own First Officer and flown to Geneva. The hijacker, identified by officials as First Officer Hailemedehin Abera Tagegn, waited for his Captain to go to the toilet before locking himself in the cockpit. As with all hijacking events in history, we saw that the hijacker did contact someone to demand something- asylum in this case. However, in the case of Malaysia Airlines MH370 nobody contacted anyone. Having spoken to some airline pilots, and listened to their theories from experience, I am led to understand that it may have been a fire on-board (smoke kills within a few minutes….quicker than we all think...and especially at high altitude). At some point, after its crew and passengers surrendered and become incapacitated by smoke, the aircraft would have been flying all by itself, and would have eventually gone down into the Indian Ocean once it ran out of fuel. If the plane was in the cruise on auto-pilot for so many hours without human intervention (as people claim now)...can we say that it's a miracle that it did not collide with another aircraft?...shockingly sad, utterly heartbreaking and scary to think that a 'ghost' plane was flying in the sky with incapacitated people on board...terrible. The answer from a highly experienced Captain with over 28 years flying service was: ‘The sky is enormous, you'd be hard pressed to hit another aircraft…even if you tried it would not work….’ However, the investigation and interrogation by the Air Accidents Investigation Branch (AAIB) and Inmarsat plc, the British satellite telecommunications company, has been verified and accepted. The investigators from that company now confirm a Southern Indian Ocean trajectory and loss of signal. We have to respect that they have enough information to make that call. At this point in time, you can’t help but wonder why they (the investigators) did not dispatch a couple of long-range reconnaissance aircraft, that could have photographed the whole hemisphere by now, from over 50-60,000 feet, and with minute detail. Inmarsat sell auxiliary satellite bandwidth to airlines and shipping companies (passenger and freight), so they can provide constant movement connectivity anywhere on Earth. According to the company, around 90% of the world's wide-bodied jets come installed with Inmarsat antennas built in to the fuselage – whether or not the airline operating the plane ultimately uses it. Now, even though Malaysia Airlines did not use it for technical data transmission, nevertheless, the technology has been tremendously useful in the search operation. For the search teams’ time and the treacherous weather in the Indian Ocean are their biggest enemies at the moment because the battery of the ‘pinger’ from the aircraft’s black box is going to stop sending out signals soon. As well as the relatives of those who were on flight MH370, thoughts are also with the searchers. There's a LOT of ocean to cover (much of it the deepest in the world, and undiscovered so far), and every one of those searches are doing the best they can. The air and sea search efforts have been shifting throughout this case, and have recently shifted yet again as fresh radar data suggested the aircraft headed south faster than initially thought, bringing the plane down some 1,100 kilometres north-east of the previous search area, putting the crash point 1,800 kilometers off Perth, Australia. One thing is for sure, this investigation also reveals the large amount of rubbish that is lurking around in our oceans (!). It could have been accidentally shot-down by either the Malaysians or the Vietnamese…however, who would want to practice firing missiles at 2 a.m.?!; and when it seems that hardly anyone of the Military installations actually noticed the aircraft? Unless there are some issues that have not been monitored with the mental pilots health, no sane commercial airline pilot carrying passengers would even think of entering another country’s airspace - especially knowing that they have a military Air Force - without permission. You can bet your bottom dollar that the minute a civilian (or military) aircraft enters another country’s airspace without permission, then a bunch of air force fighter jets would be scrambled to get close and personal within minutes! In regards to reports that some villagers in the Maldives saw a plane flying low doesn't sound plausible to me. No offense but anything bigger than a seaplane would seem 'big' to the people there because most of them have probably never seen a plane of that size. Anybody...and I mean ANYBODY...who has seen the only airport in the Maldives (i.e. Male Airport) large enough to take a Boeing 777 knows that you can't hide a plane of that size anywhere on that place. The airport, just like the islands around it, is TINY...the 777 would stick out like a sore thumb! The plane would not be able to hide anywhere, even on a remote airfield. Why? Because it would have to go over land masses and it would easily have been captured on primary radar operated by the military. As I mentioned above that nobody can enter another country's airspace without being detected by the air defense zone radars. It could have been pilot suicide. However, all the commercial pilots I have spoken to have told me that it is highly unlikely that the pilot would have committed suicide. In the entire history of commercial aviation, only 4 airline pilots have been documented to have committed suicide during flight…this includes: Silk Air 185, Egyptair 990, LAM Mozambique 470, and Royal Air Maroc 630. It’s a very privileged career where individuals spend hundreds of thousands of dollars and many years to get trained, and are being regularly examined every 3-6 months for simulator training, in-flight checks, and health checks. It must take a very mentally disturbed and sick individual to take his and others lives with him on a plane. No sane pilot wants to die or kill anyone..or even think of such idiotic things. Pilots have the moral duty of taking ownership and responsibility to save lives FIRST before anything in an emergency- safety is everything in aviation. Unless there is concrete evidence that this pilot committed suicide, it's a very difficult theory to accept and swallow. The Boeing 777 aircraft has an exceedingly impressive safety record – the first fatal crash in its 19-year history only came in July 2013, when an Asiana Airlines (read about it here) aircraft crash landed short of the runway at San Francisco International Airport. Three of the 307 people aboard died. Besides the Asiana Airlines crash, the only other serious incident with the Boeing 777 came in January 2008 when a British Airways B777-200 landed short of the southern runway at London’s Heathrow airport without any serious casualties. Brand Malaysia Airlines Damaged? As the saying goes in PR that ‘any publicity, is good publicity’…however there is question in this case when it comes to a sad and tragic event like this. 'If you love life, don't fly with Malaysia Airlines!!' shouted one relative of a passenger on #MH370 as the Malaysian PM gave the news conference...at that point you would have thought that the Airline and the Government had shot themselves in their own foot (the above quote taken from twitter). According to a friend who flies the Airbus A330, there is a saying in the aviation industry that if an airline is on the front pages for more than TWO weeks, then it's bound for failure. If that statement is true then Malaysia Airlines may be history. However, I think that the airline may survive this bad episode because: 1. It's the national flag carrier of Malaysia, and 2. Malaysia Airlines is strongly financially backed by the Malaysian government and Penerbangan Malaysia Berhad. The airline may be struggling (it has been some time), however I am optimistic that Malaysia Airlines will eventually bounce back in the future. They may initially reduce the fares and go for a heavily tempting PR campaign to increase interest, OR the worst-case scenario may be that it could be taken into the hands of a low-cost carrier, such as Tony Fernandes’ Air Asia (though the latter statement may not be plausible). Bear in mind that national flag carriers have gone bust in the past (Olympic Airways, Sabena Belgian Airlines, Swiss Air (before it was re-branded), VIASA Venezuelan Airlines, VARIG Brazilian, Balkan Bulgarian, MALEV Hungarian and many others), however it must be noted that these airlines were not provided strong financial support by their own financially struggling governments. It must also be noted that some major airlines have gone bust after experiencing disasters. Prime examples include Pan Am (after the Lockerbie disaster), TWA 800, and Swiss 111. However, in these respects, Malaysia Airlines is fortunate to have solid support from their government. I firmly believe that until any concrete evidence has been presented, then those Malaysia Airlines crew and passengers should be hailed as heroes for trying to save the plane from disaster, but were unable to do so for whatever reason (fire…most likely considering what’s been presented). It’s not good of the tabloid newspaper editors for writing articles that may be deemed untrue and certainly not good to mislead their readers without any facts or proof. While the families are understandably upset with the airline and the Malaysian government, it must be noted that the airline is just an observer that is passing the information from the investigators to the public. And in this case we have investigators and search teams from around 25 countries, so therefore the ability to communicate effectively and coordinate together as ONE team in a smooth fashion is absolutely crucial. There is not much an airline can do once an investigation starts except keep the media and families of the crew and passengers informed , and therefore it is obviously causing friction because the public are not getting much information from the airline or the government. The airline’s role and credibility is measured by how they treat the families, and how they handle the media. The one good thing this has revealed is the frightfully negligent way we have approved airplane safety, particularly design of black box. Without any doubt whatsoever, we have seen ourselves on the TV screens in the past three weeks that the airline has mishandled the media (and vice-versa), and that comes across bad from any PR prospect. It just shows that the airline may have not been prepared for such an event. Perhaps this would be an excellent learning curve for all other airlines around the world too. They key word here is ‘investigation’- and so the airline cannot really do much except wait for the investigators to complete their job. When an aviation disaster happens, the airline and the management team of the airline are mere observers, and wait for what the investigators come out with. The airline has no doubt one of the best in-flight products in the industry. I fondly recall the words of Mr. Martin Barrow -former non-executive director of Malaysia Airlines- inviting me some years ago to try their product: 'Why don't you try MAS, Navjot? Best cabin crew in the world'. Nevertheless, far fetched from reality, the airline is going through some tough times indeed. A week ago when the families vented their angry and frustration during one of the chaotic press conferences, the only words I could think of were: complete madness...completely diabolical...too many 'aviation experts/cooks' in the kitchen...too much clutter/confusion...too much media intrusion around the grieving families...too many theories. We can only hope that the relatives will have some news soon on what exactly happened to their loved ones in their final moments. The one good thing this event revealed is the frightfully negligent way we have approved airplane safety, particularly the design of the black box. It's a mystery that not one piece of the plane has been found. It's a truly amazing situation the aviation industry has found themselves in - though I do believe that it may take time before we find something. When people point to the size of the aircraft, the answer to that is simple: the aircraft is not big at all. In fact it's probably the size of one bottle cap in a large sea. If it went straight into the ocean then it would have turned immediately into a metal box perhaps the size of a small bus...especially if it went in nose first, at speed...and everything else would have sadly been either vaporised or turned into minute shrapnel pieces. Until concrete evidence is presented, I, like many others, believe that we should not label the crew on that plane as terrorists, suicidal, or anything else negative...but as heroes who were frantically trying to get the plane safely back on the ground but could not do so. _______________________________________________________________________________ * a version of this article also appeared on the Huffington Post blog: http://www.huffingtonpost.co.uk/navjot-singh/post_7222_b_5056524.html My sincere thanks to my friends and colleagues, many of whom are professionals in the aviation industry and are touched by this case, and who contributed with their thoughts to this article. - Navjot Singh *The Royal Malaysia Air Force has rejected the media reports that it tracked the Boeing 777 after it turned west in a statement posted on its Facebook page and reproduced in full below.
(This statement could be read as confirming the substance of the reports, that the RMAF did in fact follow MH370 as reported.) OFFICIAL STATEMENT BY CHIEF OF ROYAL MALAYSIAN AIR FORCE ON BERITA HARIAN NEWS ARTICLE DATED 11th MARCH 2014 ON SEARCH AND RESCUE OPERATIONS IN THE STRAITS OF MALACCA 1. I refer to the Berita Harian news article dated 11th March 2014 on Search and Rescue Operations in the Straits of Malacca which (in Bahasa Malaysia) referred to me as making the following statements: The RMAF Chief confirmed that RMAF Butterworth airbase detected the location signal of the airliner as indicating that it turned back from its original heading to the direction of Kota Bahru, Kelantan, and was believed to have pass through the airspace of the East Coast of and Northern Peninsular Malaysia. The last time the plane was detected by the air control tower was in the vicinity of Pulau Perak in the Straits of Malacca at 2.40 in the morning before the signal disappeared without any trace, he said. 2. I wish to state that I did not make any such statements as above, what occurred was that the Berita Harian journalist asked me if such an incident occurred as detailed in their story, however I did not give any answer to the question, instead what I said to the journalist was “Please refer to the statement which I have already made on 9 March 2014, during the press conference with the Chief of Defence Force at the Sama-Sama Hotel, Kuala Lumpur International Airport”. 3. What I stated during that press conference was, The RMAF has not ruled out the possibility of an air turn back on a reciprocal heading before the aircraft vanished from the radar and this resulted in the Search and Rescue Operations being widen to the vicinity of the waters of Pulau Pinang. 4. I request this misreporting be amended and corrected to prevent further misinterpretations of what is clearly an inaccurate and incorrect report. 5. Currently the RMAF is examining and analyzing all possibilities as regards to the airliner’s flight paths subsequent to its disappearance. However, for the time being, it would not be appropriate for the RMAF to issue any official conclusions as to the aircraft’s flight path until a high amount of certainty and verification is achieved. However all ongoing search operations are at the moment being conducted to cover all possible areas where the aircraft could have gone down in order to ensure no possibility is overlooked. 6. In addition, I would like to state to the media that all information and developments will be released via official statements and press conferences as soon as possible and when appropriate. Our current efforts are focused upon on finding the aircraft as soon as possible. Thank You GENERAL TAN SRI DATO’SRI RODZALI BIN DAUD RMAF Chief of Royal Malaysian Air Force Released On: 11 March 14 Kuala Lumpur Having ruled the skies for over three decades, Concorde stands quietly by the side of the BA Maintenance hangers at Heathrow opposite runway 27L and admires all the new 'kids on the block' who land and take-off in front of her. I miss the daily thundery noise that she used to make (everyday at 4pm) over south London coming in from JFK.
With an ever fast growing world...aircraft manufacturers need to build faster and more fuel efficient aircraft. The faster the world uses up all the oil, the faster they discover the Next Big Sustainable Energy product. We're (passengers) only dong our bit for the planet by putting the bets down for that! Photo taken from a BA A321 as we landed on the southern runway at Heathrow. It's always a sheer delight to fly over Central London while making the final approach to London Heathrow Airport...best view in town...takes about 5 minutes to land from this point...but takes 2 HOURS to get back home to Dulwich. On final approach into Hong Kong International Airport's runway 25 right, our brand new Boeing 747-8i had just passed Tin Liu Village (Ma Wan Park) and Tai Lung when we were challenged head on by a powerboat (as seen in the photo below). The giant whale's landing speed of around 160 knots (184mph) was just a bit too much for the poor soul (who must have been going at around 90 mph).
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Get in Touch:LIFE MATTERSHere I share my thoughts
and experiences during my travels, and how some things have affected my life as an expat and world traveller. Travelling is about capturing that moment in life. Every word, view and opinion on this page is that of Navjot Singh - except where indicated. The most recent is at the top. Scroll down to read the archive. Or search using CTRL+F (COMMAND + F) and enter a keyword to search the page. Just some of the stories you never heard before. The NAVJOT-SINGH.COM web blog is separate to this web site....Click blog, which may not be visible in some countries due to local firewall restrictions, so in those cases this weblog may be read. The weblog also includes some of my press trip reports- most of which are not published on the official blog because of copyright issues. The weblog also contains articles that may be associated directly with a PR trip for a country, airline or a hotel. These are PR reviews done in relations with various companies. If you are an investor or a trend watcher then you may find this website useful as investing has a lot to do with personal observations and finding the ideal trend or next big thing. The average human on the street frequently knows far more about the state of the economy than politicians, university professors, subject matter experts, and financial analysts who seldom travel, or if they do so, only from one hotel to another hotel! The pulse and vibrancy of an economy is nowhere more visible than on a country's streets. All photos and words are © Navjot Singh unless stated. Photos taken by others or by agencies are appropriately copyrighted under the respective name. No photo or word/s may be taken without the prior written permission by the author (i.e. Navjot Singh). All Rights Reserved. Archives
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