Situated in the heart of Southeast Asia, Malaysia relies on long-haul air routes for its global connectivity, with Malaysia Airlines (MAS) playing a pivotal role. The airline’s widebody fleet links Kuala Lumpur to key destinations worldwide. According to Cirium, an aviation analytics firm, Malaysia Airlines scheduled nearly 10,000 flights in December 2024.

These days, there aren’t that many seriously long-haul routes offered by MAS, but it wasn’t always this way. Around 12–15 years ago, MAS had an extensive global network, reaching several distant destinations as part of its long-haul operations. Some of its farthest-flung destinations during that period included:

1. New York City (JFK) – MAS operated flights to the United States, including New York, typically via European stopovers such as Stockholm.
2. Los Angeles (LAX) – Transpacific flights from Kuala Lumpur to Los Angeles were a staple of MAS’s long-haul offerings.
3. Cape Town (CPT) – Often paired with Johannesburg, MAS connected Kuala Lumpur to South Africa.
4. Buenos Aires (EZE) – Malaysia Airlines flew to Argentina via Cape Town or Johannesburg, certainly making the route to South America one of the airline’s most ambitious.
5. Frankfurt (FRA) – A key European destination for MAS, connecting travellers to Germany and beyond.
6. Zurich (ZRH) – Another major European hub that MAS served for years.
7. Stockholm (ARN) – This Scandinavian city was part of MAS’s transatlantic routes to the United States.
8. Amsterdam (AMS) – A long-time hub in Europe for MAS before network rationalisation.

These routes showcased Malaysia Airlines’ aspirations to be a truly global carrier before subsequent challenges, including but not at all limited to the loss of MH370 and MH17 in 2014, led to a substantial reduction in its long-haul operations. Many of these destinations were served by the Boeing 747-400, the airline’s flagship at the time, and later by the Airbus A380 on certain high-demand routes, like London and Paris.

So as of December 2024, what’s the story? Only four routes are over the 4,000-mile mark, which is a little over 6,400 km, and if using 6,000 km as the threshold for long-haul, a fifth route qualifies, too. According to Simple Flying, as we flip the calendar from 2024 to 2025, these are the longest routes operated by Malaysia Airlines.

LONDON HEATHROW TAKES THE TOP SPOT

London Heathrow (LHR) stands as the longest route served by Malaysia Airlines from its Kuala Lumpur International Airport (KUL) hub. Covering 10,610 km (6,593 miles), it surpasses the airline’s next longest route by over 1,600 km, or 1,000 miles.

Malaysia Airlines is the only carrier currently operating this route, offering two daily flights, equating to 62 round trips in December. These flights provide 17,732 seats in each direction, which is consistent with figures from December 2022 and 2023.

The Airbus A350-900 exclusively serves this route. Malaysia Airlines’ fleet of seven A350s, averaging 6.6 years old, features the following configuration:

• Four Business Suites in a 1-2-1 layout.
• 35 business class flatbeds in a staggered 1-2-1/1-2-2 layout.
• 247 economy class seats in a 3-3-3 arrangement.

Flights to London depart Kuala Lumpur at 09:25 (MH4) and 23:30 (MH2), with scheduled block times of just over 14 hours. Arrivals are timed for 15:25 and 05:35 the following day. Return flights from London (MH3 and MH1) depart at 10:25 and 21:15, arriving in Kuala Lumpur at 07:15 and 18:20 the next day.

AUCKLAND SECURES SECOND PLACE

Auckland (AKL), New Zealand’s largest airport, is Malaysia Airlines’ second-longest route this December. Spanning 8,703 km (5,408 miles), it is around 1,000 miles shorter than the London route.

MAS also operates this city pair route exclusively, with 36 outbound and 35 inbound flights scheduled for the month. Unlike the London route, the airline deploys the older Airbus A330-300 for these flights. The airline’s 15 A330-300s, averaging 12.6 years of age, are configured as follows:

• 27 business class seats.
• 263 economy class seats.

Kuala Lumpur departures are scheduled at 08:30 (MH133) and 20:45 (MH145). The flights, lasting just under 10.5 hours, arrive in Auckland at 23:55 and 12:05 the next day. Return flights leave Auckland at 01:40 (MH132) and 13:50 (MH144), with both taking 11 hours and 10 minutes to arrive in Kuala Lumpur.

JEDDAH VIA SENAI: A UNIQUE ROUTE

The third-longest route is quite an outlier, as it originates from Senai International Airport (JHB) in Johor, rather than MAS’ primary hub at KUL. This route to Jeddah International Airport (JED) in Saudi Arabia spans 7,320 km (4,548 miles) and forms part of a multi-stop itinerary involving Medina (MED).

For December, the schedule included five rotations, primarily operated by the Airbus A330-200. Malaysia Airlines’ six A330-200s are configured with 19 business class and 268 economy seats. The fifth rotation is flown by the larger A330-300.

SYDNEY: MALAYSIA AIRLINES FACES COMPETITION

Sydney Kingsford Smith Airport (SYD) is the most distant route where MAS faces competition. This 6,580-km (4,088-mile) route sees 61 MAS flights in each direction in December, compared to 41 round trips by AirAsia X.

Most MAS flights on this route are served by the Airbus A330-300, which accounts for 59 of the 61 round trips, offering 17,110 seats in each direction. The remaining flights are operated by the three-class Airbus A350-900, providing 572 seats per rotation.

MELBOURNE IN THE SPOTLIGHT

Melbourne (MEL) is another key route for MAS, covering 6,304 km (3,917 miles). The airline scheduled 66 flights each way in December, ahead of competitors AirAsia X and Batik Air Malaysia.

This month marked the inaugural deployment of MAS’ Airbus A330-900neo on this route. This next-generation aircraft features:

• 28 business class flatbeds in a 1-2-1 layout.
• 269 economy seats in a 2-4-2 layout.

The A330-300 and A330-200 also serve this route, handling most rotations alongside the A350-900.

The post As 2024 Ends and 2025 Begins, These Are Malaysia Airlines’ Longest Routes appeared first on ExpatGo.

“Good night Malaysian three seven zero,” Captain Zaharie Ahmad Shah said, as he bade farewell to Malaysian air traffic control, some 40 minutes after departing Kuala Lumpur International Airport. It was to be the last transmission ever received from the flight.

For a full decade now, one of the most confounding mysteries of the modern era has loomed over the aviation world: the disappearance of Malaysia Airlines flight 370. A commercial widebody airliner with a commendable safety record, carrying 239 souls, vanished from radar screens on March 8, 2014.

Since then, the fate of MH370 has stirred a whirlwind of speculation, spawning myriad theories, documentaries, and books. Each year, as the anniversary approaches, the families of those on board are left grappling with the haunting question that remains unanswered a decade on: What happened to their loved ones?

In an age when technology has enabled the retrieval of black boxes from ocean depths and the meticulous reconstruction of crashed aircraft, the disappearance of MH370 remains a maddening riddle. It is a tragedy without a tangible plane, a catastrophe lacking conclusive evidence, a tale that resonates with anyone who has boarded a commercial flight, yet it lacks any semblance of closure.

Jiang Hui, who lost his mother on MH370, feels the weight of this unresolved anguish, especially during Qingming, the annual festival when Chinese families honour their ancestors. “But we never found MH370. I never found my mother,” Jiang laments, reflecting the sentiments of many others who continue to grapple with loss and uncertainty.

The ill-fated flight, bound for Beijing, vanished without a trace shortly after departing Kuala Lumpur. Despite apparent debris washing ashore on the eastern coast of Africa and islands in the Indian Ocean, the aircraft and its occupants’ fate still remain shrouded in mystery. While fragments hint at a tragic end, the plane’s main wreckage and its crucial black box have eluded discovery, leaving behind a void of unanswered questions.

A DECADE LATER, THE MYSTERY ENDURES

This year, as the world marks the 10th anniversary of the tragedy, the families of the missing are renewing their call for answers. V.P.R Nathan, who lost his wife Anne Daisy on MH370, remains hopeful that a new search could yield breakthroughs. Indeed, advancements in detection technology offer promising prospects for locating the missing aircraft, albeit at a considerable cost.

Ocean Infinity, a US-based sea exploration firm, has proposed another search mission, building on its previous efforts in 2018. However, the Malaysian government must weigh the financial implications against the families’ quest for closure. Transport Minister Anthony Loke has expressed readiness to explore credible search proposals, underscoring Malaysia’s commitment to resolving this enduring mystery.

The disappearance of MH370 has spawned a myriad of theories, from mechanical failure to deliberate acts, fueling speculation and intrigue. Geoffrey Thomas, editor-in-chief of AirlineRatings.com, likens the saga to a gripping espionage thriller that has captivated the world’s imagination. Yet, amidst the conjecture, the truth remains elusive, leaving families and investigators alike yearning for answers – and peace.

Li Eryou and his wife, Liu Shuangfeng, residents of a village south of Beijing, have grappled with the loss of MH370, on which their son Yanlin was a passenger. Their journey to seek closure has led Mr. Li on a global odyssey in support of the search effort. Exhausting his savings, he has embarked on voyages across Europe and Asia, traversing beaches in Madagascar where fragments of the vanished plane were discovered.

At a recent commemorative gathering in Subang Jaya, a poignant scene unfolded as a large board provided attendees with a canvas for expressing their emotions. Amid the crowd, Li knelt down, inscribing a heartfelt message to his son Yanlin in large Chinese characters, before sitting back, overcome with tears.

“Son, it’s been 10 years,” he wrote. “Your mum and dad are here to bring you back home. March 3rd, 2024.”

CAN THE PLANE BE FOUND?

As reported by CNN, Richard Quest, CNN’s Business editor-at-large and former Aviation Correspondent said that despite years of search efforts, “the real truth is we are no closer to knowing exactly what caused the plane to go missing.”

But that may not be the case forever. “The hope is that new search techniques, new equipment, and better understanding of what happened to the plane will make this search successful,” said Quest, author of “The Vanishing of Flight MH370.”

In fact, many aviation experts are confident about a breakthrough, if a new search is to be conducted.

They increasingly point to a piece of technology called Weak Signal Propagation Reporter, or WSPR (pronounced whisper), which debuted in 2008. The technology has become popular among those looking for MH370 in recent years.

Radio amateurs use WSPR to track the strength of radio signals around the world and the data they collect catch anomalies caused by various types of interferences, which include the flight of a large aircraft passing through, retired British Aerospace engineer Richard Godfrey explained to CNN and BBC in separate interviews.

“[These ham radio operators] record 1.7 billion records a year in their database. Imagine a huge fisherman’s net, across the globe, full of radio signals. Every time an aircraft passes through this net, it breaks a hole in the net. That tells me where an aircraft was at a particular time. Over the six hours of MH370’s flight into the southern Indian Ocean I have been able to find 313 anomalies in the radio signals at 95 different points in time. That gives you a much more refined flight route, and a more accurate determination of a crash location.”

Godfrey said he traced WSPR data back to the time when MH370 disappeared and concluded the aircraft may be lying between 3,000 and 4,000 m below the surface of the Indian Ocean, about 1,500 km off the coast of Perth, Australia.

NARROWING THE SEARCH

Charitha Pattiaratchi, a distinguished professor of coastal oceanography at the University of Western Australia, spearheaded a team of researchers in conducting drift analysis. Their findings suggested that debris from MH370 would likely wash ashore on the coastlines of East African nations if it followed the coordinates indicated by the well-documented “Inmarsat pings” recorded on that fateful night 10 years ago.

Pattiaratchi is optimistic about the prospects of locating MH370, citing advancements in technology and favourable oceanic conditions. He asserts that there is a “high probability” of discovering the aircraft, particularly given the relatively intact nature of debris fields in the specified search area.

In a recent article for the Conversation newsletter, Pattiaratchi highlighted key factors influencing the search effort. The oceanic region where MH370 is believed to lie boasts depths of approximately 4,000 m and maintains water temperatures between 1-2°C, with minimal currents. These conditions suggest that, even after a decade, the debris field may remain remarkably well-preserved.

While the feasibility of analysing the plane’s black boxes after such a prolonged submersion remains uncertain, the prospect of locating MH370 offers a glimmer of hope to the families of the missing. For those who have endured years of uncertainty and anguish, the discovery of the aircraft would provide a semblance of closure and much-needed answers.

Despite the passage of time, the wait for answers about MH370 continues to be fuelled by hope, determination, and the unwavering resolve of those left behind. For Sarah Bajc, who lost her partner Phil Wood, the journey has been fraught with heartache and uncertainty. Yet, she remains resolute in her pursuit of answers, echoing the sentiments of many who refuse to let go of hope.

As the world commemorates the 10th anniversary of MH370’s disappearance, it serves as a poignant reminder of the enduring pain and resilience of those affected. While the search for answers has been fraught with challenges and disappointments, the quest for closure nevertheless endures, driven by the unwavering determination to unravel the mystery of Malaysia Airlines flight 370.

Reports and information from Al Jazeera, BBC, and CNN contributed to this article.

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As the aerotrain connecting Kuala Lumpur International Airport’s main terminal with the satellite concourse remains out of service, Malaysia Airlines has announced the introduction of an exclusive private transfer service for business class and status customers.

Starting from February 1, Malaysia Airlines business suite, business class, and Enrich Platinum passengers may use the all-electric private BMW i7 transfers when departing KLIA. However, the 24-hour service will not be available for oneworld Emerald status holders or passengers flying with any carrier other than Malaysia Airlines.

The chauffeur-driven BMW transfers will be in addition to the Premium Bus transfer (for first and business class passengers) currently provided by the airport operator following the suspension of the aerotrain service after it broke down nearly a year ago.

“Passengers can enjoy the assurance that the premium service is intricately tailored to ensure individualised experiences, eliminating any concerns about sharing rides,” the airline states. “This exclusive service guarantees dedicated transportation, with vehicles allocated for solo travellers, couples, and families up to four passengers per car.”

During the initial phase, this transfer service will only be available to departing passengers who can proceed to gate G1 in the main terminal building, the point from where the transfers will depart.

Malaysia Airlines says it is currently working on creating an arrivals lounge in the satellite terminal, and then the plan is that soon the private BMW transfers will also be available in the other direction.

“With this exclusive service, we aim to enhance the travel experience for our top-tier customers, ensuring that they can enjoy premium comfort as part of their end-to-end journey with us,” said Malaysia Aviation Group (MAG) chief executive, Ahmad Luqman Mohd Azmi.

He added: “As the only carrier offering this temporary personalised service to our passengers in light of the aerotrain’s temporary suspension at KLIA Terminal 1, it underscores our dedication to elevating our standards of service to ensure a premium travel experience, while also reinforcing our commitment to embedding sustainable practices with the selection of the all-electric BMW i7 series. We look forward to extending this service to our arriving passengers as part of our continuous efforts to ensure a fuss-free and enjoyable experience driven by our inimitable Malaysian Hospitality.”

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As 2023 comes to an end, and several months after commemorating its 77th anniversary, it’s accurate to say that Malaysia Airlines still stands out as a prominent carrier in Asia, and its profile appears to be growing, too. Presently, the airline’s extensive fleet of nearly 80 aircraft spans routes to 22 countries across Asia, Europe, the Middle East, and Oceania, complemented by a comprehensive domestic network. While the airline basks in its historical glory, the past couple of decades have unquestionably presented some exceptional challenges for Malaysia’s flag carrier. Here’s how Malaysia Airlines came to be the national airline we know today.

A FAST-GROWING POST-WAR AIRLINE

The roots of Malaysia Airlines trace back to 1947 when Malayan Airways Limited initiated its inaugural passenger flight, a period predating the existence of modern-day Malaysia. Operating out of Singapore, this post-World War II airline, a collaboration between the Straits Steamship Company and Imperial Airways, initially utilized Airspeed Consul twin-engined aircraft. The maiden voyage on April 2, 1947, carried five passengers from Singapore’s Kallang Airport to Kuala Lumpur’s Sungai Besi Airport.

Benefiting from collaboration with airlines from friendly nations, Malayan Airways experienced fairly rapid growth. By 1955, the airline had transitioned to Douglas DC-3s. Within two decades of its inception, Malayan Airlines boasted an impressively diverse fleet, including the Douglas DC-4 Skymaster, Vickers Viscount, Lockheed L-1049 Super Constellation, Bristol Britannia, de Havilland Comet 4, and Fokker F27. In a pivotal move in 1960, Malayan Airways initiated its inaugural ‘long-haul’ flight to Hong Kong, deploying an 84-seat, four-turboprop Bristol Britannia.

The year 1963 marked the birth of modern-day Malaysia, leading to the rebranding of Malayan Airways to Malaysian Airways. This adjustment better reflected the airline’s home base. Simultaneously, Malaysian Airways welcomed five state-of-the-art Fokker F27 Friendships to its fleet.

BREAKING UP IS (NOT SO) HARD TO DO

The national airline was one more casualty of the historic break between Malaysia and Singapore, but probably not in the way you might think. In 1965, Singapore’s expulsion from Malaysia resulted in the renaming of Malaysian Airways to Malaysia-Singapore Airlines – almost the opposite of what would seem logical. This marked a turning point beyond naming conventions, too, as Boeing 707s and 737s were introduced to the airline.

However, two decades after being formed, the airline encountered existential challenges rooted in conflicting interests between the governments of Singapore and Malaysia. Though there were other issues, the most notable was that while Singapore aimed for an expansive international network, Malaysia prioritized domestic routes. Given the split-landmass geography of Malaysia, and the tiny stature of Singapore, neither side’s position was unreasonable – but the difference in priorities was untenable.

This strategic discord led to the airline’s dissolution in 1972, giving rise to two distinct entities: Singapore Airlines and Malaysian Airline System, colloquially known as MAS. Singapore Airlines inherited the Boeing 707s and 737s, operating primarily from Singapore. Meanwhile, MAS retained the Fokkers, concentrating on domestic routes and selected international services from Kuala Lumpur.

Post-breakup, MAS managed a fleet of 19 aircraft, including jets capable of flying to London. The introduction of DC-10-30 aircraft in 1976 marked a new phase, with MAS flights extending to Amsterdam, Paris, and Frankfurt. Under Malaysian Government ownership, MAS expanded its reach, aligning with the global trend where emerging nations valued extensive networks and high-profile national carriers.

In December 1977, MAS suffered its first fatal crash, which resulted from a hijacking of Flight 653, a domestic flight from Penang to Kuala Lumpur. The hijackers forced a diversion of the flight to Singapore, but fatally shot the pilot and copilot following the revelation that the plane would run out of fuel before reaching Singapore. The Boeing 737 crashed near Tanjung Kupang in Johor, with the loss of all 93 passengers and seven crew. The motive and identity of the hijacker or hijackers was never determined. A memorial to the lost flight with all the victims’ names still stands today in Tanjung Kupang, and the crash remains the deadliest to occur on Malaysian soil.

TURBULENT TIMES: THE ASIAN FINANCIAL CRISIS

By the 1980s, MAS had established routes to 47 overseas destinations, spanning Asia, Europe, and Oceania, with limited ventures into the Americas. Despite exploratory flights to far-off destinations like Mexico City, Los Angeles, and Buenos Aires, the focus remained on Europe and Oceania. However, the airline faced a significant setback during the 1997 Asian Financial Crisis. Sustained financial losses prompted MAS to undertake a substantial transformation programme.

Throughout the 1980s and 1990s, MAS evolved into a major long-haul carrier. The turbulent financial period, lasting over a decade, witnessed the axing of loss-making long-haul routes. Yet, challenges persisted with escalating salary, airport, and aircraft costs. Notably, rising fuel costs and what some observers generously characterised as ‘suboptimal revenue management’ posed considerable hurdles.

The shift towards financial stability began towards the end of the first decade of the 21st century. Under the leadership of CEO Idris Jala, MAS executed a robust business turnaround plan. This involved rationalizing routes, discontinuing unprofitable international flights, and transitioning from a predominantly point-to-point to a hub-and-spoke airline model.

Idris Jala’s focus on revenue management proved highly successful, prompting the Malaysian government’s interest in his inclusion in the national cabinet following his exit from the airline in 2009. Tengku Azmil Zahruddin assumed leadership in 2009, coinciding with a significant influx of new aircraft orders, including Boeing 737s, Airbus A330s, and Airbus A380s.

THE WORST OF TIMES

The 2010s marked an especially tumultuous period for MAS, which underwent another rebranding (shifting from Malaysian Airline System to Malaysia Airlines), but struggled against the ascent of agile, low-cost carriers. The introduction of the expensive A380s in 2012 added to the challenges, quickly becoming a burdensome element for the legacy carrier. These challenges, coupled with high-profile incidents and a changing aviation landscape, created a perfect storm for the airline.

Notably, two tragic and very high-profile events kept Malaysia Airlines in the headlines for unfortunate reasons. In March 2014, Flight 370, a Boeing 777-200ER, disappeared mysteriously with 239 people on board, leaving no trace even after nearly a decade. Just four months later, MH17, another 777-200ER was struck by a missile over eastern Ukraine and crashed, resulting in the loss of all 298 lives on board. The business side was spiralling, as well, as executive suites at the airline saw a high turnover, and the company faced cultural issues, financial difficulties, and plans to delist.

And then Covid hit. The onset of the pandemic in 2020 exacerbated the airline’s challenges, putting Malaysia Airlines on the back foot at the beginning of the decade. As the pandemic dragged on and international borders remained closed, times were certainly bleak – not just for Malaysia Airlines, but for all carriers worldwide.

However, recent years have seen signs of recovery, both in the broader industry and specifically for Malaysia’s flag carrier. In 2020, the airline carried approximately 3.9 million passengers, a number that dropped to 1.7 million in 2021 but rebounded by nearly 90% in 2022. During this time, Malaysia Airlines launched and resumed several pre-pandemic routes, bid farewell to its last A380, and signed an MoU for 20 A330neos.

TURNING A CORNER

The years following the disastrous loss of two 777 aircraft were marked by significant turmoil inside the company, too. When Captain Izham Ismail, who was eyeing retirement after almost 40 years of service, was appointed CEO in 2017, Malaysia Airlines had just witnessed the exit of its second chief executive in the past two years – ex-Ryanair senior executive Peter Bellew had just left the airline, and former Aer Lingus chief Christoph Mueller had exited in 2016.

To say that Izham took on a significant challenge would be an understatement. But under his leadership since 2017, Malaysia Airlines made impressive strides towards recovery – albeit with a serious interruption thanks to Covid-19. It wasn’t easy, and involved numerous contentious meetings with creditors and board members alike. But six years on, all the hard work looks to be paying off.

Financially, there has been a notable turnaround. The Malaysia Aviation Group reported an operating profit of about $125 million (RM556 million) last year, a stark improvement from the $173 million (RM767 million) loss reported in 2021. The revenue tripled compared to the previous year, credited to higher demand post-Covid and strategic improvements across business sectors.

Despite being the national carrier, Malaysia Airlines currently holds the position of the second-largest airline in the country, trailing behind AirAsia in both fleet size and number of passengers carried. With its growing fleet of Boeing 737-800s, Airbus A330s, and A350-900s, however, the airline has a comprehensive network covering 29 domestic and 48 international destinations across 22 countries. It operates as a OneWorld member and, as of this writing, has additional orders for 737-8s and A330neos.

Times are certainly looking up at Malaysia Airlines, and the winds appear to be shifting. While facing stiff competition, the airline has perhaps surprisingly identified India as its largest market in recent times, surpassing Australia and even China. According to reports, this strategic shift is reflected in its robust schedule, operating up to 69 weekly flights to nine Indian routes from November to February, establishing itself as a significant player on the Kuala Lumpur-India service.

Though it’s impossible to predict the future for any business, for now, the always-resilient Malaysia Airlines continues to build on its nearly 80-year-old legacy. The airline has a fascinating history, and has objectively done an admirable job of steering itself through a remarkably difficult stretch of years to emerge leaner, more financially stable, and set to write the next chapter in its nearly 80-year history.

Information from Malaysia Airlines, Simple Flying, FlightGlobal, and Mashable SEA contributed to this article.

The post Looking Good at 77: A Brief History of Malaysia Airlines appeared first on ExpatGo.

Last week, Emirates and Batik Air Malaysia jointly unveiled a codeshare agreement, granting Emirates’ passengers access to five domestic cities in Malaysia and three regional destinations in Southeast Asia via Kuala Lumpur International Airport (KLIA).

YB Tuan Anthony Loke, Malaysia’s Transportation Minister, expressed his support for the strategic partnership. He highlighted the significant opportunities this collaboration brings to travelers worldwide, stating, “We are pleased with the partnership, which has the potential to strengthen Malaysia’s role as a prime gateway to the region. We hope to see an increase in KLIA traffic, especially to facilitate connectivity to regional destinations.”

The enhanced partnership was introduced by Orhan Abbas, Emirates’ Senior Vice President, Commercial Operations (Far East), and Datuk Chandran Rama Muthy, Group Strategic Director of Batik Air. Present at the launch event were Anand Lakshminarayanan, Emirates’ Senior Vice President Revenue Optimisation and Airline Partnerships, and Saeed Mubarak, Emirates’ Country Manager in Malaysia.

As part of this collaboration, Emirates will include its code on Batik Air-operated flights to Penang, Kuching, Kota Kinabalu, Langkawi, Johor Bahru, Denpasar, Jakarta, and Singapore. This will provide customers with a seamless travel experience, connecting to new destinations using a single ticket, and an efficient baggage policy.

Emirates passengers will also have the option to make a stopover in Kuala Lumpur before continuing to their final destinations. The airline will additionally gain access to eight more destinations operated by Batik Air via Kuala Lumpur for interline transfers.

Orhan Abbas emphasized the importance of this partnership, stating, “Malaysia is an important market in our Far East network, and we’re pleased to offer increased connectivity and more options for our customers to new and exciting destinations. Through this partnership, we’ll further expand our network reach to more than 1,490 cities worldwide. We look forward to working closely with our partner Batik Air on offering even better choices and more convenient experiences for travelers.”

Group Strategic Director of Batik Air, Datuk Chandran Rama Muthy, emphasized the significance of this initiative, not only in expanding Batik Air’s network connectivity but also in providing Emirates passengers with the opportunity to explore captivating new destinations in Malaysia and Southeast Asia. He stated, “We are proud to be part of this strategic alliance, further expanding our footprint and offering flexibility and convenience to our valued passengers. This partnership underscores our commitment to excellence, and we look forward to welcoming travelers from around the world to experience the unique blend of Emirates’ and Batik Air’s services.”

Emirates has been serving Malaysia since 1996 and presently operates 21 weekly flights to Kuala Lumpur, deploying a combination of Boeing 777 and Airbus A380 aircraft. The airline boasts a broad network of partners, including 30 codeshare, 11 Intermodal, and 118 interline partners. This includes a long-standing partnership with the Jakarta-based Lion Air Group, including its subsidiaries Batik Air Indonesia and Batik Air Malaysia, the latter previously known as Malindo Air.

Travellers can book tickets for travel commencing from November 1, 2023, on the Emirates website, through Online Travel Agencies (OTAs), and via travel agents.

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Things have quickly gone from bad to worse for Malaysia’s MYAirline, which abruptly suspended its operations on the morning of October 12, calling the action “temporary.” However, in the days since, it’s looking a lot less temporary and a lot more permanent.

MYAirline Sdn Bhd’s interim CEO, Stuart Cross, named last week in the wake of co-founder and CEO Rayner Teo’s resignation, has also tendered his resignation, exacerbating the airline’s already precarious situation.

Additionally, the carrier is in the process of returning its entire fleet of nine Airbus A320s, signaling deeper troubles within the company.

Datuk Seri Azharuddin Abdul Rahman is presently overseeing the airline’s operations as the interim accountable executive. In an official statement issued on Saturday, it was emphasized that all MYAirline employees remain employed and haven’t been placed on unpaid leave.

Reports indicate that eight aircraft lessors have approached MYAirline, seeking the return of their nine leased Airbus A320s, following the airline’s cessation of flight operations on October 12. These lessors include Aviation Capital Group LLC, AerCap Holdings NV, Aircastle Ltd, Avolon, Carlyle Aviation Partners, Genesis, Mizuho, and SMBC Aviation Capital. The majority of these lessors had provided MYAirline with a single Airbus A320 each, with Aircastle being the exception, having leased two aircraft to the carrier.

In May of this year, MYAirline secured leasing agreements with various lessors, including Aircastle, Avolon, Genesis, and SMBC, for a total of 17 aircraft valued at RM2.1 billion to be delivered by the end of 2023. However, the budget airline, which commenced operations on December 1, 2022, has faced severe financial challenges in less than a year of operation.

It remains unclear whether MYAirline has applied for the renewal of its air service license (ASL). Two critical licenses are required for an entity to function as a scheduled commercial air operator in Malaysia: the ASL and the air operator certificate (AOC). While MYAirline was recently granted a two-year extension of its AOC, the ASL is set to expire on November 14.

Reports suggest that the carrier should have applied for ASL renewal at least three months prior to the expiry date. In the absence of timely renewal, MYAirline’s AOC and ASL could become inactive or revoked by the respective aviation regulators in Malaysia, namely the Civil Aviation Authority of Malaysia (CAAM) and the Malaysian Aviation Commission (MAVCOM).

As per MAVCOM’s recent updates, AirAsia Bhd and AirAsia X Bhd have secured ASL renewals for a 12-month period from October 1, 2023, to September 30, 2024. The renewal process mandates the submission of financial reports to MAVCOM, a requirement that may not have been fulfilled, given the financial uncertainties surrounding the carrier.

Several media outlets have sought comments from MYAirline and Mavcom on this issue. In the past week, Malaysia’s Transport Minister, Anthony Loke, expressed his surprise and clear anger over MYAirline’s sudden suspension of operations, stating that neither the ministry nor MAVCOM had been informed of the airline’s decision. The abrupt cessation left passengers stranded and employees unaccounted for, causing considerable confusion and frustration.

In the wake of the cessation of operations, a bit of a blame game has begun to play out, with the government, clearly quite embarrassed, publicly scolding MYAirline executives and shareholders for not keeping them apprised, and industry experts publicly placing responsibility with regulators and questioning why the government allowed the airline to operate at all, given its obviously precarious financials.

“We were caught by surprise. We were totally shocked. They (MYAirline) didn’t even inform us or MAVCOM. MYAirline just disappeared. They stopped operating, the flights didn’t take off and their employees were also not around the airport, leaving passengers in total confusion,” Loke described in a press conference.

The circumstances surrounding MYAirline’s future operations and its ability to secure necessary licenses remain uncertain at this time, but surely most savvy observers can guess how this tale will end.

Additional reports today have suggested that CAAM will be issuing a statement soon and will revoke – again, “temporarily” – MYAirline’s AOC. (Update: AOC revocation confirmed.)

This recent spate of events, should they all materialize, would leave the airline with not only no cash, but no operator’s certificate, no airplanes, and no CEO. Needless to say, it’s not an ideal way to run an airline, so it looks increasingly apparent that MYAirline’s temporary suspension of operations will not be so temporary, after all.

Reports from New Straits Times, Free Malaysia Today, and Business Times contributed to this article.

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It appears there was some hard truth behind the flurry of recent rumours swirling around MYAirline, after all. Malaysia’s newest start-up airline began operations less than a year ago, but reports of financial distress began circulating in recent days. Evidently, those rumours were grounded in facts.

As announced just this morning, low-cost carrier MYAirline will temporarily suspend its operations effective today, October 12, 2023, due to substantial financial pressures while undergoing shareholder restructuring and recapitalization efforts.

The airline’s board of directors had expressed their commitment to explore partnerships and raise capital to avert this suspension. Nevertheless, due to time constraints, they have been left with no alternative but to make this difficult decision.

The board, in conjunction with MYAirline’s shareholders, is dedicated to swiftly resuming operations, although they cannot specify a timeline at this point. The airline announced that it deeply regrets any inconvenience stemming from this suspension and is committed to offering updates as they become available.

The suspension of operations comes just two days after founding CEO Rayner Teo announced his resignation, citing health issues.

Teo, a former AirAsia executive, headed the Kuala Lumpur-based low-cost carrier since its inception and through its launch in December 2022. The airline is currently under the guidance of operations chief Stuart Cross, who is stepping in as interim CEO. 

Earlier this week, MYAirline said it was in the final stage of discussions to secure new “strategic partnerships” for future growth. The airline had also just received a two-year extension of its air operator’s certificate, which was issued on October 9.

In response to the announcement, the Malaysian Aviation Commission (MAVCOM) has established a dedicated hotline and communication channels to assist affected customers.

MYAirline remains responsible for refunding customers who have purchased tickets but are now unable to travel. Additionally, MAVCOM has instructed MYAirline to take immediate steps to manage affected customers, which include notifying them of the suspension and disseminating this information through the airline’s communication channels.

MAVCOM is actively liaising with MYAirline to address the situation and is conducting an internal review and addressing complaints regarding unpaid statutory payments to the airline’s employees, among other issues. The commission will provide further updates regarding MYAirline’s operations in due course.

For customers with bookings on or after October 12, 2023, MAVCOM encourages them to contact the airline’s dedicated complaint channel for inquiries and assistance at [email protected]. Affected consumers can also reach out to MAVCOM through their dedicated channels:

Cconsumer hotline: +1800-18-6966 (Within Malaysia) or +603-7651 2777 (Outside Malaysia)
E-mail: [email protected]
FlySmart complaint webform: FlySmart Complaint Webform
FlySmart mobile application, available for download from the Google Play store and Apple App store for Android and iOS users, respectively.

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In 2019, KLM (Koninklijke Luchtvaart Maatschappij, or Royal Dutch Airlines) celebrated 100 years of aviation history. Additionally, a KLM aircraft first flew to Malaya in 1924, so another centenary will be celebrated next year. However, it was not until 1958 that scheduled passenger flights between the Netherlands and Malaya/Malaysia began.

Recognised as the world’s oldest airline, KLM was inaugurated in October 1919, and one year later, completed its first flight between Amsterdam and London. For those of us in Southeast Asia, the inaugural flight that departed Amsterdam for Batavia (now Jakarta) on October 1, 1924, is a journey worth scrutinising. The flight took 55 days, and it was a herculean exercise for the three aviators who navigated the little Fokker aircraft across what was then mostly uncharted territory.

PIONEERS IN AVIATION

On October 1, 1924, KLM set off to explore the possibility of intercontinental flights between Amsterdam and Jakarta. A KLM Fokker F.VII, which was very modern for its time and one of the first passenger planes with an enclosed cabin, departed Amsterdam for what was planned to be a 22-day journey. However, the journey ultimately took 55 days due to an unfortunate accident in Bulgaria on the flight from Belgrade to Constantinople (Istanbul).

The KLM aircraft that flew about a third of the way around the world was a small, single-engine, eight-passenger aircraft, registration number H-NACC. It was crewed by three male aviators.

In 2023, the equivalent flight on a state-of-the-art KLM Boeing 787-9 Dreamliner aircraft takes just over 12 hours, and its 305 passengers and crew now travel in comfort unimaginable to the three pioneering pilots who set off in 1924.

The first quarter of the 20th century was an exciting time for aviation. Until 1919, no aircraft had crossed an ocean (the first flight to do so was made from Ireland to Newfoundland in 1919).

The first flight from London to Australia was also completed in 1919 when brothers Ross and Keith Smith, plus an additional flight crew of two, won ‘The Great Air Race.’ This race was introduced by the Australian government in a bid to bring Australia and Great Britain closer. The successful crew set off in a Vickers Vimy aircraft from Hounslow Heath Aerodrome in London on November 12, 1919. After 28 days and 135 hours in the air, the race winners touched down in Darwin on December 10.  

This was an era of rudimentary navigation, and some pilots even chose to fly without a radio receiver, which made weather predictions guesswork. Their only navigational aids were a compass and a few basic maps. This was well before the time of instrument flying, which meant taking the aircraft blindly into the clouds, although most pilots avoided this as they could not see landmarks on the ground that guided them along the way.

ALOR STAR A KEY AIRPORT        

KLM pilots Hans (Hendrik) van Weerden Poelman, Jan Thomassen van der Hoop, and engineer Piet van den Broeke departed Amsterdam on October 1, 1924. KLM’s first intercontinental experimental flight headed towards Batavia in the Dutch East Indies. This pioneering flight of 15,899 km made 21 stops along the route, but flew a different route than the Smith Brothers. However, there were some common fuelling stops, especially in Asia.

The groundbreaking KLM flight included Prague, Belgrade, Constantinople (Istanbul), Aleppo, Baghdad, Basra, Karachi, Calcutta (Kolkata), Rangoon (Yangon), Bangkok, and Medan. Of particular interest to Malaysians was the stop in Alor Star, in the northern Malaysian state of Kedah.

Early into the journey, the Fokker’s engine failed, and the plane was forced to make an emergency landing in Bulgaria. This delayed the expedition by a month and helps explain why the journey took 55 days; 30 days were spent in Bulgaria returning the plane to a flightworthy state.

By the time the plane limped into Bangkok’s Don Mueang Airport in the Siamese capital on November 17, the captain told a Bangkok Post journalist that commercial flights between Amsterdam and Java were out of the question.

The 17th stop on this 55-day journey was on a muddy landing strip just north of Alor Star, Kedah. It was then a small and quiet town, but it was still big enough to have a British consul. Interestingly, a representative from Shell had travelled to Alor Star from Penang with petrol and oil to refuel the aircraft. Shell was an early aviation sponsor, and its Dutch heritage provided a natural synergy for KLM. Subsequently, Alor Star became a regular stop on KLM’s service to the Dutch East Indies.

Four days after touching down in Alor Star, The Straits Times reported that the plane was seen circling over Penang before heading across the Straits of Malacca towards Sumatra, from which point it flew south. On November 25, the plane landed in Batavia (now Jakarta).

At last, the carefully planned flight was completed after a challenging 55 days. The flight was a great accomplishment, and even then, many predicted big things for such intercontinental flights despite the pilot’s comments in Bangkok. The little Fokker aircraft was dismantled and shipped back to the Netherlands. It came to an inglorious end when it was destroyed in a crash in Belgium in 1926.

SCHEDULED SERVICES

KLM soon began looking to expand its operations to support the Dutch colonies around the globe, including the Dutch East Indies (present-day Indonesia). Flights were seen as an important alternative to the boat journey from the Netherlands to Batavia, which in the 1920s took about four weeks.

Douglas DC-2 aircraft were fully introduced to the Batavia service on June 12, 1935. In 1936, Douglas DC-3 aircraft were introduced on the KNILM (a KLM subsidiary) service from Amsterdam to Sydney via Batavia.

On September 25, 1930, KLM launched commercial passenger flights that would, for the following decade, be the world’s longest scheduled flight from Amsterdam to Batavia. The initial commercial service to Batavia was operated by a Fokker aircraft fitted with just a few luxury seats. The journey took 10 days, including 81 hours in the air.

World War II of course curtailed many flights, but there was more than one flight of interest during the war. On March 3, 1942, a KLM Douglas DC-3 flying from Bandung to Broome was shot down by Japanese fighter planes over Western Australia. The plane crashed near Broome, and most of the crew and passengers were subsequently shot dead by the circling Japanese fighters. Diamonds worth a small fortune were reportedly carried on board, and newspaper reports of the day suggest that rescuers helped themselves to some of the loot. Most of them were never recovered, and no one was successfully prosecuted for their disappearance.

It was sometime after the war that KLM flights to colonial Malaya commenced. These direct scheduled services from Amsterdam to Kuala Lumpur began in 1958. Departing Amsterdam on May 2, 1958 was a Dutch business delegation that arrived in Kuala Lumpur a week later. That inaugural flight – on the Lockheed Super Constellation ‘Griffioen’ – understandably provided a big boost for the many Dutch companies which had already established branches in Malaya.

KLM TODAY

KLM is a key component of the Air France-KLM Group and a member of the SkyTeam airline alliance. It operates scheduled passenger and cargo services from its Amsterdam Airport Schiphol hub to 163 destinations in 70 countries using a fleet of 110 aircraft. KLM offers connections to over 800 destinations through code-sharing agreements with its airline partners.

KLM landed in Malaya 99 years ago when it tested its first long-haul flight between the Netherlands and the Dutch East Indies. This year is also the 65th anniversary of KLM’s scheduled flights between Amsterdam and Kuala Lumpur. It also operates regular flights between Kuala Lumpur and Manila.

One wonders how the centenary of that first epic flight will be celebrated in Amsterdam – and in Alor Star – in October 2024!

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If you thought the catering woes of Malaysia Airlines were bad, a regional neighbour has found themselves in far more serious trouble.

This week, a significant crisis has hit the Philippines’ national airline, Philippine Airlines, with the expiration of its US Customs Visa Waiver Agreement, leaving the carrier unable to transport passengers to the United States who rely on this program for entry.

While the full extent of this issue remains uncertain, its impact on the airline’s operations is undeniable. Currently, Philippine Airlines cannot carry passengers to the United States who do not have a visa, American citizenship, or legal residency.

For already-booked travellers bound for the United States on Philippine Airlines, the consequences are manageable. The airline is taking steps to rebook affected passengers on other carriers who hold valid visa waiver agreements, often accompanied by generous compensation packages. For instance, a passenger travelling from Singapore to Honolulu via Manila was promptly rebooked on a United Airlines flight and received a substantial US$1,000 compensation package.

If you are planning to fly Philippine Airlines to the United States without a US visa or citizenship, it’s advisable to double-check your flight status. Arriving at the airport a few hours early can help avoid potential delays at the passenger services counter.

Regarding the airline’s response to this crisis, Philippine Airlines, despite the considerable portion of its revenue that’s reliant on US routes, has not been notably vocal about its specific actions to address the issue. The airline has also not responded to requests for comments nor have they released a public statement. However, their website does contain a brief statement acknowledging the situation and confirming the renewal process of the required carrier agreement with the US Customs and Border Protection.

While passengers who booked flights before the expiration of the agreement have been adequately accommodated and compensated, those booking afterward may not be as fortunate.

For Philippine Airlines, between having to pay to rebook passengers on other airlines and also simply not getting the business from new passengers travelling to the US, the situation has quickly inflicted immediate cashflow problems on the airline, along with the prospect of sustained, substantial revenue losses. It goes without saying that Philippine Airlines is doubtlessly striving to resolve the problem.

Philippine Airlines currently operates flights to five US destinations, including John F. Kennedy International Airport, Los Angeles International Airport, San Francisco International Airport, Guam’s Antonio B. Won Pat International Airport, and Honolulu. Many of these routes are served by the airline’s flagship Airbus A350 and Boeing 777-300ER aircraft.

Information from Philippine Airlines, Simple Flying, and LoyaltyLobby contributed to this article.

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Turkish Airlines, flying to more countries than any other airline, arrived in Kuala Lumpur at Kuala Lumpur Golf & Country Club with the Turkish Airlines World Golf Cup on May 17th. Local high-profile figures and members of the business community attended the event.

Since its inception in 2013, the Turkish Airlines World Golf Cup now brings together over 8,000 players who compete against one another in more than 85 tournaments worldwide.

The event at Kuala Lumpur Golf & Country Club was the 9th of 88 tournaments in this year’s Turkish Airlines World Golf Cup – with the victors competing in the Grand Finals in Türkiye later this year. From a global total of 85, those that win will go through to the Grand Finals and have the chance to play at Gloria Serenity Resort on the Turkish Golf Coast.

Representing Kuala Lumpur, Ali Hakan Arar secured the champion position with 46 points, and Ramzan Ramza was runner-up, while Tam Khim Yeng came in third.

The Closest to the Pin competition for ladies was won by Irene Soon, and for men by Meor Arzin Bin Meyor Hamdan. The lowest gross score was won by His RoyalHighness Tengku Muhammad Shah.

Turkish Airlines General Manager in Kuala Lumpur, M. Hamza Arslan, said, “We warmly thank all of our guests who made the Turkish Airlines World Golf Cup here in Kuala Lumpur a huge success. Once again, it was a thrilling tournament in the TAWGC series, congratulations to our winner, Ali Hakan Arar. We wish him the best of luck in Türkiye.”

All Turkish Airlines World Golf Cup finalists will fly to Türkiye with the comfort and luxury of the Turkish Airlines’ Business Class.

More information about Turkish Airlines can be found on its official website at www.turkishairlines.com or its social media accounts on Facebook, Twitter, YouTube, LinkedIn, and Instagram.

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