Tuesday, August 7, 2012





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Thursday, July 26, 2012


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KERJA DARI RUMAH.. Teknik Paling Mudah Buat Duit Dari Rumah..


Dalam DGREAT NETWORK ni ada 2 jenis member:
a) FREE member a.k.a Pre-Enrollee (PE), dan
b) Paid Member (PM)
Ke-2-2 akan menDAPAT BONUS LUMAYAN...iaitu:
yang PE tu dapat "BONUS TENGOK JER" manakala yg PM tu dapat "BONUS WANG US$"...so pilihan di tangan anda untuk memilih jenis keahlian :)


Friday, March 23, 2012

Tony Fernandes has created an airline in his own image

Cheap, but not nasty

Mar 19th 2009 | from the print edition

IN 1976 Tony Fernandes, aged 12, found himself being put on a plane to London from Kuala Lumpur by his father, who wanted his son to become a doctor and had enrolled him at a fancy boarding school associated with the medical profession. Mr Fernandes did not become a doctor. Instead, his father’s decision to send him to school in London ended up shaping his career in a rather different and unexpected way. When his pleas to be allowed home at half-term were rejected because of the cost of the flight, the young Mr Fernandes opted for what seemed like the next best thing: hanging out at Heathrow airport at weekends, planespotting. Unlike most boys of his age, Tony was not very interested in becoming a pilot. Inspired by Freddie Laker’s heroic efforts to launch his SkyTrain service to America, Mr Fernandes decided that what he really wanted was his own low-cost airline.

This month AirAsia X, the long-haul sister of AirAsia, the airline acquired by Mr Fernandes in 2001, began a five-day-a-week service from Kuala Lumpur to London, with an average ticket price of £179 ($250). AirAsia X’s first plane, an Airbus A330, was christened “Semangat Sir Freddie” (Spirit of Sir Freddie)—both a tribute to a fellow aviation entrepreneur and a reminder that few budget long-haul airlines have survived for very long.

Mr Fernandes has finally achieved his boyhood dream, albeit by an unusual route. After graduating from the London School of Economics with a degree in accounting, he spent 14 years in the music business, working first for Richard Branson’s Virgin Records and then running Warner Music in his native Malaysia. Deeply apprehensive about the merger between Time Warner and AOL in 2001, Mr Fernandes left Warner Music soon after the disastrous deal was finalised, cashing in his shares just in time. Returning to London, he happened to see a television interview with Stelios Haji-Ioannou, the founder of easyJet. The next morning he took himself off to easyJet’s base at Luton airport to see, at first hand, how the no-frills airline operated. The next day he returned with a video camera. If easyJet could make money flying people from Luton to Barcelona for £8, he asked himself, could he transplant the same model to Malaysia?

Already Mr Fernandes was thinking about applying the low-cost approach to long-haul—he even went to see GE Capital, to ask if he could lease a Boeing 747. But on the advice of Conor McCarthy, a hard-nosed former head of operations at Ryanair, he agreed to start with a short-haul business. To that end, he approached Malaysia’s then prime minister, Mahathir Mohamad, in June 2001 to see whether he would get official backing for his plan to challenge Malaysia Airlines’s local monopoly. The canny Mr Mahathir said that he would grant his blessing, but on condition that Mr Fernandes took over an existing airline: AirAsia, a struggling subsidiary of a government-owned conglomerate.

AirAsia had a couple of elderly Boeing 737s, 40m ringgit ($11m) of debt and not much else. Mr Mahathir told Mr Fernandes he could have it for one ringgit. The deal was signed just three days before the world’s airline industry was convulsed by the events of September 11th. By putting in the money from his Time Warner shares, remortgaging his home and bringing in a handful of outside investors, including Mr McCarthy, Mr Fernandes scraped together just enough working capital to run the business, but only if it could be made profitable from the first day.

There was no shortage of sceptics. Not only did it seem to be a terrible time to be starting out, but it was also widely assumed that the low-cost model would not work in Asia, where customers expect high levels of service. Mr Fernandes, however, reckoned that Asia would be spared the worst of the downturn and that he could take advantage of good deals on aircraft that other airlines no longer wanted. He was also convinced that the offer of ticket prices 50% below those of his rivals would speak for itself.

So it proved. In its first full year of operation, AirAsia carried just over a million passengers. This year, with its associate airlines in Thailand and Indonesia, it expects to fly 22m passengers (or “guests”, as Mr Fernandes calls them). The number of destinations it serves has risen from six to 110. With a nearly all-Airbus fleet of 80 aircraft and 175 more A320s on order, AirAsia has become one of the European planemaker’s best customers. AirAsia X, in which Mr Fernandes’s old boss, Mr Branson, has a 20% stake, wants 25 of the new A350s to add to the handful of A330s and the (London-bound) A340 it already operates. As well as the new London route, it flies to Australia, China and India. Unlike other long-haul budget operators that have crashed and burned, AirAsia X has the advantage of economies of scale with its short-haul sister airline, which also acts as a regional feeder network.

Doing it differently

AirAsia has been profitable for all but the second half of 2008, when Mr Fernandes decided to unwind fuel hedges before most other airlines took the plunge. After taking an initial hit, AirAsia is now getting the full benefit of oil at $40 a barrel while some rivals are still paying $100. That decision is typical of Mr Fernandes’s willingness to break ranks. When other airlines slashed advertising during the SARS scare in 2003, AirAsia tripled its spending.

Mr Fernandes says that he came to the industry with no preconceptions, but found it rigidly compartmentalised and dysfunctional. He wanted AirAsia to reflect his own unstuffy, open and cheerful personality. He is rarely seen without his baseball cap, open-neck shirt and jeans, and he is proud that the firm’s lack of hierarchy (very unusual in Asia) means anyone can rise to do anyone else’s job. AirAsia employs pilots who started out as baggage handlers and stewards; for his part, Mr Fernandes also practises what he preaches. Every month he spends a day as a baggage-handler; every two months, a day as cabin crew; every three months, a day as a check-in clerk. He has even established a “culture department” to “pass the message and hold parties”.

Wednesday, March 21, 2012


« on: June 25, 2008, 03:50:18 PM »
Jatuh bangun jutawan besi


''MALAYSIA adalah tanah air saya, saya akan tinggal dan mati di sini.''

Kata-kata itu diluahkan oleh bekas Pengarah Urusan Perwaja Steel Sdn. Bhd. Tan Sri Eric Chia selepas Mahkamah Sesyen membebaskannya daripada tuduhan melakukan pecah amanah bernilai RM76.4 juta, 26 Jun tahun lalu. Tiada siapa menyangka selepas hampir setahun luahan itu dilontarkan, anak kelahiran Singapura itu meninggal dunia di hotel miliknya, Hotel Park Avenue pada pukul 9 pagi akibat sakit tua. Sememangnya berita kematian taikun terkenal itu mengejutkan banyak pihak kerana selepas daripada tarikh pembebasannya, mendiang terus menyepikan diri. Eric Chia Eng Hock, 75, yang kali terakhir mendapat liputan akhbar di Mahkamah Sesyen Kuala Lumpur seolah-olah mengasingkan diri daripada masyarakat dan menjadikan Hotel Park Avenue tempat beliau menghabiskan sisa-sisa hidupnya.

Mendiang ketika ditanya mengenai tuduhan melakukan pecah amanah yang dikenakan ke atasnya mengakui kesannya amat besar dan berat untuk ditanggung. Paling menyedihkan ialah keruntuhan keluarganya apabila anak-anak mendiang mengambil keputusan berhijrah ke luar negara kerana tidak sanggup menanggung malu. Malah pemergian ahli perniagaan yang menubuhkan United Motor Works atau UMW (M) Sdn. Bhd. (UMW), ketika berusia 23 tahun itu juga akan membawa segala keperitan yang dialaminya tatkala menghadapi tuduhan pecah amanah juga derita disisih oleh ayah kandungnya sewaktu masih kecil. Meskipun dilahirkan di dalam dulang emas tetapi mendiang Chia tidak menikmati kasih sayang daripada bapanya yang ketika itu terkenal sebagai lelaki ketiga paling kaya di Singapura. Bapa mendiang ketika itu memiliki UMW Singapura dan Thailand, namun kekayaannya itu tidak dalam erti kata berkongsi kasih sayang dengan Chia.

Akibat tidak dapat menahan penderitaan disisih oleh bapa sendiri sehingga nyawanya nyaris-nyaris melayang akibat tindakan ibu tirinya memberikan pau berisi jarum, Chia nekad meninggalkan ibu dan lima adiknya. ''Aku sumpah engkau, Singapura. Aku tidak akan kembali selagi kocek aku tiada RM1 juta,'' sumpah mendiang sejurus tiba di Pantai Lido, Johor, selepas berjalan kaki melintasi Selat Tebrau dengan hanya berbekalkan RM5 daripada ibu kandungnya dan satu salinan pakaian dalam satu beg plastik kecil. Bermula dari situ, ahli perniagaan tersebut meneruskan kehidupan baru yang benar-benar menguji kesabarannya sehingga pernah seketika terpaksa mencari makanan daripada tong sampah. Itu ranjau hidupnya ketika melewati usia remaja tetapi dengan bakat besar yang dimilikinya itu, beliau membuka kedai menjual alat ganti basikal berdasarkan pengalamannya bekerja sebagai pembantu sebuah kedai basikal selama dua tahun di Seremban.

Kegigihan itu terus membawa beliau mengembangkan UMW sehingga berjaya disenaraikan di bursa saham pada tahun 1971. Menariknya, beliau pernah menerima pakaian perisai 'Samurai' sebagai mengiktiraf kebijaksanaannya dalam bidang perniagaan oleh syarikat pembinaan Jepun, Komatsu. Kemudian mendiang ditawarkan untuk memulihkan Perwaja Terengganu Sdn. Bhd., tetapi menolaknya pada awalnya dengan alasan tidak pernah terbabit dalam industri berat sebelum ini. Akhirnya, tawaran itu diterima setelah dipujuk oleh rakan baiknya yang juga bekas Perdana Menteri, Tun Dr. Mahathir Mohamad. Pada Jun 1988, Chia dilantik sebagai Pengarah Urusan Perwaja Terengganu dan mendiang diberi tempoh enam bulan untuk melihat masalah yang menyebabkan syarikat tersebut tidak berdaya maju.

Ketika itu mendiang menerima gaji bulanan sebanyak RM72,000 dari UMW. Ketika menjawat jawatan tersebut, mendiang pernah diugut oleh samseng yang menuduh beliau pembelot terhadap bangsanya sendiri kerana sanggup membantu sebuah syarikat bumiputera. Namun segala cabaran itu dihadapinya bersandarkan kepada pengalaman yang lebih perit pernah dilalui dalam sejarah hidupnya. Seperti mendapat 'sentuhan ajaib', syarikat baru, Perwaja Steel ditubuhkan dengan memiliki pelan pembangunan selama 10 tahun mencatatkan keuntungan pertama pada tahun 1991. Sejak itu, nama mendiang terkenal di seluruh negara. Sebut sahaja nama Eric Chia, orang pasti akan mengaitkannya dengan Perwaja malah sehingga sekarang keduaduanya amat sinonim. Itu bukan kejayaan pertama mendiang dalam usaha memulihkan syarikat dan agensi-agensi lain. Mendiang pernah terbabit dalam syarikat konglomerat, Hicom dan memainkan peranan pentingnya dalam rundingan dengan Mitsubishi ketika kereta Proton Saga mula diperkenalkan.

Lebih menarik lagi, Chia adalah antara orang terpenting berada di Jambatan Pulau Pinang ketika perasmian kereta kebanggaan negara itu bersama Dr. Mahathir.

Tuesday, March 20, 2012

Jutawan ‘Low Profile’ dan Pemilik Karangkraf

kisah Datuk Husammuddin Yaacob…jutawan ‘low profile’ dan pemilik Karangkraf

malam tadi aku melihat dalam siaran berita mengenai lawatan Perdana Menteri, Datuk Seri Najib Tun Razak ke Kumpulan Karangkraf sekaligus merasmikan akhbar Sinar Harian edisi Nasional terbitan kumpulan berkenaan

ia sekali gus mengimbau kenangan kira-kira dua tahun dulu sewaktu aku bertugas di akhbar berkenaan, ketika itu Sinar Harian baru ‘menapak’ ke Selangor

semasa di Sinar Harian, aku memegang jawatan Penyunting Kanan sekaligus mengetuai Meja Jenayah dan Laporan Khas

dalam entry ini, aku nak cerita mengenai ketabahan bos yang juga pemilik Karangkraf itu sendiri iaitu Datuk Husammuddin Yaacob

walaupun telah lama bergelar jutawan, namun beliau cukup ‘low profile’, bahkan aku tak terkejut pun kalau korang tak kenal atau tak pernah melihat wajah Husammuddin

dalam erti kata lain, kalau Barat berbangga dengan jutawan media bernama Rupert Murdoch, kita seharusnya berbangga kerana memiliki Husammuddin

bapanya Allahyarham Haji Yaacob Idris asalnya mengusahakan kedai kecil ‘Toko Buku Yaacob Idris’ di Kota Bharu, Kelantan

namun pada tahun 1978, bersama-sama saudara-saudaranya, Haji Fickri Haji Yaacob dan Muhd. Nasir Haji Hamzah, mereka telah menubuhkan syarikat Karangkraf dengan sebuah rumah sewa di SS 2, Petaling Jaya dijadikan pejabat operasi sekaligus kediaman mereka.

dari sebuah rumah sewa, Kumpulan Karangkraf memperkukuhkan operasi dengan memiliki bangunan 3 blok, 3 tingkat di No. 50 & 52, Lorong Rahim Kajai 14, Taman Tun Dr. Ismail, Kuala Lumpur, sebagai premis perniagaan

namun begitu, sebagai sebuah syarikat penerbitan yang berdaya maju, suatu ‘lompong’ yang perlu dilengkapi ialah urusan pencetakan. Syarikat berasa sudah tiba masanya memiliki syarikat pencetakan sendiri, sekaligus tidak bergantung harap dengan syarikat pencetakan lain untuk mengeluarkan majalah-majalah terbitannya.

maka dari situ Husammuddin yang lebih mesra dipanggil ‘ Haji’ menubuhkan pula Ultimate Print Sdn. Bhd. (UPSB), yang mampu mencetak sehingga 2 juta naskhah majalah setiap bulan

untuk pengetahuan korang, kilang cetaknya itu pernah musnah dalam kebakaran dan banyak bank masa tu ‘reject’ permohonan untuk beliau mendapatkan pinjaman kerana tak yakin dengan kemampuannya

dengan wang simpanan serta bantuan keluarga, beliau berjaya mendirikan semula kilangnya dan dia tidak lagi berpaling

kemudian Husammuddin menubuhkan pula Alaf21 pada April 1997 dan Buku Prima Sdn Bhd pada 2006 bagi memberi ruang kepada penulis dan masyarakat pembaca untuk berkongsi ilmu

sehingga kini, aku rasa Karangkraf dah menerbitkan tidak kurang dari 30 buah majalah dengan kakitangan hampir 1,500 orang di seluruh negara

terbaru, Husammuddin buat ‘gila’ apabila menerbitkan pula akhbar Sinar Harian

untuk pengetahuan korang, bagi memastikan wartawan beliau di setiap daerah menjalankan tugas dengan baik, setiap seorang daripada mereka diberi sebuah kereta Kancil, kamera dan PDA

ini tak pernah berlaku dalam mana-mana syarikat akhbar di negara ini!

aku tak tahu apa pula beliau nak buat selepas ini, tetapi sebagai anak Melayu, aku cukup berbangga dengan kejayaan beliau

pengalaman yang tak dapat aku lupa dengan Husammuddin adalah apabila kali pertama aku bertemu dengannya di Karangkraf

ketika itu dia memandu Mercedez Brabus Sport SLK

kata Husamuddin;

” Saya ni pendek dan kecil orangnya, dulu nak ngorat awek pun tak siapa nak kat saya. Tetapi benda inilah yang memberi motivasi kepada saya untuk sampai ke peringkat sekarang. Rasanya kalau saya cepat, Siti Nurhaliza tu dah lama dah dapat kat saya,” katanya sambil ketawa

walaupun cuma berseloroh, tetapi aku tahu dia cuba nak beritahu aku tiada yang mustahil dalam dunia kalau kita bersungguh-sungguh

biarpun jodoh aku dengan Sinar Harian dan Karangkraf ni sekejap aja, tetapi aku mungkin tak dapat lupa lelaki pendek separuh abad yang pernah berbual dengan aku dulu

dan dialah, the one and only, Husammuddin Yaacob.

Cerita ini ditulis oleh Syahril A. Kadir.. TQ..