The Malaysia-Japan Automotive Industry Corporation (MAJAICO)

The Malaysia-Japan Automotive Industry Corporation (MAJAICO) at ADTEC Shah Alam has been agreed upon by both governments under the Malaysia-Japan Economic Agreement. Under this Corporation, Ministry of Human Resources will represent Malaysia and JETRO, will represent Japan. The general idea and focus of the corporation is to enhance the performance of automotive industry in Malaysia in various areas. Manpower Department has been given the task to undertake one project, named Project B. project B, the Master Trainer Training Program, is aimed at improve the skill and knowledge of the trainers, supervisors in the automotive industry. This Project is scheduled for 5 years, commenced on May 2006. Under Master Trainer Training Program, trainers from training institution will be trained in various automotive areas to develop their skill and knowledge to a higher ability.

JETRO will provide their technical expertise by dispatching expert trainers to train the master trainers. Three (3) main fields have been identified. They are: 1.1 Automotive Manufacturing (Group A) 1.2 Quality Assurance & Development (Group B) 1.3 Equipment Maintenance (Group C). 15 master trainers are required to participate permanently for this program. Manpower Department has recruited 12 master trainers, and these trainers are currently attached at MAJAICO program and have undergone the common basic skill course conducted jointly by counterparts and experts during the 3rd phase. The Director of ADTEC Shah Alam has appointed 3 additional master trainers from ADTEC Shah Alam whom had already undergone the training during the 1st and 2nd phase period to complete the requirement. From 5th May 2008 till 30th May 2008, JETRO has dispatched 3 experts to assist the program.

CH-47D Chinook Structural Drawings

To support the Wings of the Dragon and be ready for action anytime, anywhere in the world, flight crews operating the Boeing Chinook helicopter must have reliable aircraft. Come see how we maintain this fine machine.

"It has often been said, with a certain amount of truth, that the Army refused to face up to the price that must be paid for airmobility. As a consequence, its organizations have usually been short of the necessary maintenance, supply, and security personnel. Part of this chronic shortage resulted from a long-standing battle between the "user" and the logisticians. Understandably since the early concept of an airmobile division, the tactical commander has wanted organic maintenance detachments down to the battalion level. This gives him the maximum responsiveness and a great deal of flexibility. From a logistician's viewpoint, such decentralization is a fragmentation of scarce skills and expensive special tools."

Every 200 flight hours, the helicopter is cycled through Phased maintenance. Most of the helicopter is disassembled and inspected for any defects or broken items. Those items are repaired or replaced as necessary to return the aircraft to a safe and flyable status

The Art Of Helicopter

Helicopter training schools are becoming more prolific. 30 years ago, after the Vietnam War, the helicopter industry was flooded with approximately 60,000 pilots. These pilots went many places upon re-attaining civilian life. Many were absorbed into the helicopter industry or became fixed wing pilots for the growing airlines. It is not a coincidence that the average age for a helicopter pilot is 52 years old. However, age, attrition and the lure of retirement have changed the amount of available pilots.
The Military has not been producing pilots. Our personal experience at ULA has been enlightening. Since Vietnam, with the exception of Iraq, and a few violent outbreaks in the world, our country primarily experienced many years of peacetime. Therefore, we have had military pilots who served 10+ years as helicopter pilots come in for training to meet FAA civilian standards and convert their licenses. We were surprised to learn that these pilots had very little actual flight time experience. The pilots who came into our office were not able to fly in the civilian world. Their skills needed more remedial training than they were willing to expend and in the end they decided on a different career path. With the current world conflicts this may be changing and the future remains unknown.

Electric Cars In Malaysia

We have been involved with Electric Vehicles since the 1960’s. In the 70’s we made a total of 150 Electric vehicles for Electric Power companies- using Lead-Acid batteries. We continued our development of Lead-Acid powered EV’s through the 80’s, but in the early 90’s decided to switch to Lithium-ion. In 1998 we converted our FTO sports car to an EV-to test our Lithium-ion Batteries. This was followed by an EV version of the Eclipse sports car in 2000 –again with Lithium-ion batteries. Also during 2000 we produced the MEEV-II (Mitsubishi Eco Electric Vehicle) an all aluminium space framed two-seat City car. It was a just a concept car –a show model for the Tokyo Motor Show. I would now like to explain some of our recent history. In the case of MIEV, we started development just three years ago, back in May 2005. In the beginning, we produced the Colt EV MIEV with two rear in-wheel motors. Later the same year, in August, we went to a four individual motors drive system for the Lancer Evolution MIEV (Mitsubishi In wheel Electric Vehicle). The following year, in October 2006 we changed again and this time to one single motor driving through a differential to two rear wheels. This is because the “i” MiEV is very compact A segment vehicle. We found people do not want a high performance vehicle, so we changed from using four separate motors to one single motor drive system. This has brought us to a more affordable arrangement. Also, we do not need the additional development time period to develop an in-wheel system. For we want to introduce such an Electric vehicle as soon as possible to the real market.

Renungan Bersama - Siri 1

Assalamaualaikum warahmatullah..

Syukur kita panjatkan kepada Allah kerana masih lagi dikurniakan subsidi nyawa untuk meneruskan kehidupan ini bagi tujuan mengabdikan diri kepadaNya.. Selawat dan salam kita titipkan ke atas junjungan kekasih Allah iaitu Muhammad Pesuruh Allah..Sahabat-sahabat yang dimuliakan..Di kesempatan ini saya ambil peluang untuk mencoret sesuiatu yang mungkin Insya Allah kita mendapat manfaat daripadanya.. Secara jujurnya kita cuba ambil satu masa untuk sama-sama kita koreksi diri tentang tahap TAQWA kita kepada Allah SWT.

bersikap jujur terhadap diri dari dasar hati yang dalam dengan menginsafi segala pengkhianatan yang pernah kita lakukan terhadap lautan nikmat Allah sedangkan betapa sedikit pula ketaatan kita kepadaNya. Dalam keadaan begini, amat wajar untuk kita mengajukan persoalan kepada diri kenapa hati kita menjadi begitu keras sekali, seakan-akan kerlipan kebenaran tidak pernah bertapak di lubuk hati kita.Inilah akibatnya jika hati tidak sudah mengenal TAQWA!!Rasanya tidak layak diri ini mengharapkan keindahan dan kebaikan, di mana pada masa yang sama kita sering menghadirkan kejelekan dan kemaksiatan!Rasanya tak layak kita memohon keampunan ketika mana di waktu lain kita hadirkan kederhakaan!Rasanya tak layak kita disebut hamba pilihan kerana perintha dan larangan tidak jua kita agungkan!

"Wajah-wajah orang kafir ketika itu (hari kiamat) muram(24) Mereka yakin bahawa mereka akan dikenakan malapetaka siksaan yang maha dahsyat(25) Tidak! apabila nyawa sudah berada di kerongkong(26) Dan katakanlah kepada manusia, "siapa yang dapat menyembuhkan kamu?"(27) Dan ketika itulah mereka yakin bahawa itulah waktu penamat kehidupan(28) Maka bertaut betis kiri dan kanan (lantaran kesakitan sakratulmaut) (29)"—Surah Al-Qiaymah
Ayat ini cukup menggoncang jiwa..Ayat ini amat besar makna dan mesejnya..Ayat ini juga adalah ancaman bagi mereka yang tidak pernah memikirkan persoalan TAQWA ketika mana nyawa masih dikandung badan!!

Aircraft Maintenance Technology

An understanding of the importance of human factors to aircraft maintenance engineering is essential to anyone considering a career as a licensed aircraft engineer. Human factors impinges on everything an engineer does in the course of their job in one way or another, from communicating effectively with colleagues to ensuring they have adequate lighting to carry out their tasks. Knowledge of this subject has a significant impact on the safety standards expected of the aircraft maintenance engineer.

"Human factors" refers to the study of human capabilities and limitations in the workplace. Human factors researchers study system performance. That is, they study the interaction of maintenance personnel, the equipment they use, the written and verbal procedures and rules they follow, and the environmental conditions of any system. The aim of human factors is to optimise the relationship between maintenance personnel and systems with a view to improving safety, efficiency and well-being”.

Just as certain mechanical components used in aircraft maintenance engineering have limitations, engineers themselves have certain capabilities and limitations that must be considered when looking at the maintenance engineering ‘system’.

For instance, rivets used to attach aluminium skin to a fuselage can withstand forces that act to pull them apart. It is clear that that these rivets will eventually fail if enough force is applied to them. While the precise range of human capabilities and limitations might not be as well-defined as the performance range of mechanical or electrical components, the same principles apply in that human performance is likely to degrade and eventually ‘fail’ under certain conditions (e.g. stress).