KLIA 9TH BEST AIRPORT

KLIA used to be No 1 or 2, or its worst No 3 before, but now after 13 years we have fallen to No 9 (Skytrax). Singapore's Changi which also used to be No 1 & 2 before still retains its No 2 after Hong Kong for year 2011. Bejien and Inchol have overtaken KLIA by being No 3 or 4. So what has happened?

I use to go to KLIA quite regularly either sending someone off or taking a flight off. More often my departure flights is from LCCT. Now it seems the passengers using LCCT are fast and coming close to overtaking the KLIA main terminal in terms of total pax numbers. As we know LCCT does not commensurate to be an international airport due to its low cost nature. What I am afraid the pax who were surveyed for this rating could have been taken from those who had used the LCCT! This would be a disaster.

Next, KLIA main terminal building seems to have remained static at its ambiance and activities improvements. There is no new activities or excitement or the wow effect. In fact the square metal barrier set by the MAHB at the Arrival Hall reminds me of some cheap shopping complex facility.

Lets have more fun and activities, say like a mini golf driving range, midi size swimming pool, mini movie theater, luxury book shops, jewelery shops, more retail outlets with spectrum of light -and- easy- to- carry products and affordable prices and variety of restaurants with local delicacies and the wow factor like a water falls from a man made tropical hills with full of jungle vegetation. Or have a mini mueseum about the life of Malaysia.

And yes the KLIA2 and train service between the Main terminal and Satelite building need to be completed fast. And don't forget the smiling and efficient services.

I think we will get a beter rating next year if we do all these.

Young Pilots

http://www.youtube.com/watch?v=OXiBXnS7ub4&eurl=http://hotmalaysia.blogspot.com/search/label/PARLIAMENT*26%20NOV%2008?max-results=100&feature=player_embedded

Aviation and the Global Atmosphere

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Dictionary of Aviation

Safety management system

Safety management system - Operator's Responsibility
A systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures

Safety programme - DCA's Responsibility
An integrated set of regulations and activities aimed at improving safety.

Extracted from ICAO Annex 6:
3.2.4 From 1 January 2009, States shall require, as part of their safety programme, that an operator implement a safety management system acceptable to the State of the Operator
that, as a minimum:
a) identifies safety hazards;
b) ensures that remedial action necessary to maintain an acceptable level of safety is implemented;
c) provides for continuous monitoring and regular assessment of the safety level achieved; and
d) aims to make continuous improvement to the overall level of safety.
3.2.5 A safety management system shall clearly define lines of safety accountability throughout the operator’s organization, including a direct accountability for safety on the part of senior management.
Note.— Guidance on safety management systems is contained in the Safety Management Manual (SMM) (Doc 9859).

3.2.7 An operator of an aeroplane of a maximum certificated take-off mass in excess of 27 000 kg shall establish and maintain a flight data analysis programme as part of its safety management system.
Note.— An operator may contract the operation of a flight data analysis programme to another party while retaining overall responsibility for the maintenance of such a programme.
3.2.8 A flight data analysis programme shall be non-punitive and contain adequate safeguards to protect the source(s) of the data.
Note 1.— Guidance on flight data analysis programmes is contained in the Safety Management Manual (SMM) (Doc 9859).
Note 2.— Legal guidance for the protection of information from safety data collection and processing systems is contained in Annex 13, Attachment E.
3.2.9 An operator shall establish a flight safety documents system, for the use and guidance of operational personnel, as part of its safety management system.
Note.— Guidance on the development and organization of a flight safety documents system is provided in Attachment H.

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mfn5005

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