ossie

I do waterjet cutting if that helps you......any material up to 150mm in thickness. PM a DXF file or a detailed drawing for a quote. How does it work..!! Abrasive powder in a very high pressure water stream (.7mm dia), the abrasive powder does the cutting. Accuracy to .1 of a mm. Advantages....no heat affected areas or distortion.

Then, your employer applies for an ARN on your behalf, and you must sit and pass the Radio Operators License exam.

may have a job finding someone to plug that hole.. hang on...!! here's a thought...cabin crew, yep, cabin crew.... they'll have someone............

Yep, that's all we need.!!.......someone making his own ones up..... Oh, I noticed Ian fixed up the TTF's on his WX site, nice of him wasn't it ?? Amazing how many were caught out by it, even the more experienced ones.

Being created..!!!...No, not really...they've all been round for years.!!!

Commonly know in the industry as RTOW - "Regulated" TOW......google it and you'll find a few explanations... RTOW can be limited by a number of things: MTOW Acft Performance Climb limits - also know a"'Second Segment" limit Max Landing Weight Pavement strength (PCN) MEL's etc etc.. The manufacture does the MTOW calculation, all we need to do is make sure we're equal to or less than it, taking into account any of the above if relevant. Cheers Os

Okay, so how does one fix a crack in the window....??

Yep, that's right. You'll be based in Abu Dhabi with Etihad, with similar requirements.......6yrs in AUH would be tough, 12mths was enough for me..!!

For loafing in class, you can write 5000 lines - "in May, the sun is directly overhead in the northern hemisphere" To be posted up here by close of business tomorrow !!!!

G'day Ian..... I guess it's clear from all the discussion here that many are using sites like yours now for wx interpretation...I'm all for it if it helps guys out... Let me explain a scenario that I'd seen recently. Prior to any nav training we do quite a comprehensive nav brief ie: flight planning, preparation etc...as one would expect. On this occasion the young guy I was with had prepared a flight to Adelaide. When I checked out his briefing material I noticed his wx brief was from your site. I asked why, his reply was "the translation from gobbledygook to plain old english is a big help to me". We sat down in the briefing room again and went through his briefing material noting some of the differences from what he had to source data (NAIPS), and explaining how important it is to ensure the accuracy if using information from third party providers. The TTF's was one difference, and obviously can be issue if not noticed. Another I noticed is you use the word "Becoming" in the translation when a 'FM' is in a forecast/statement. BECMG is also an acronym used by the BOM. May be you could change the words from "Becoming" to "Changing to" in your translation. Quite possibly this may be pedantic to some, but FM and BECMG mean two different things here. I'm not being critical of your site, in fact I reckon its a great thing for guys that fly infrequently. Keep up the good work. Young, low time guys tend to listen to other young, slightly higher time guys, thats what happened in this case. Cheers Os

Sorry CFI, that message is a TTF. The TTF component is missing or has been stripped in the translation. Compare MR Boag's site with the source, you'll find that to be the case with all airports where TTF's are issued.

Sorry Mr Boag, but that ain't a METAR it's a TTF, something you've neglected to uncode in your translations.......very naughty indeed. The message is in fact a forecast, the information in RMK's are the expected changes for the 3hr period.

tell em to use their shirt or in their hat....., amazing how quickly they start feeling better....

If CPL and beyond is the goal, then cost really has to be a secondary factor, within reason of course. Why, cause what seems like costs savings during initial training may well be insignificant when looking for that first break in the industry. Keep in mind that having a CPL and being employable are two different things, your initial training is vital when heading down that road. Good Luck :thumb_up:

Hey Ian, why don't you tell us what you really think......

AsA tried that with Jepp along with a number of other data providers, and lost the court case. During proceedings Jepp threatened not to publish Australian data in any of their publications. The "ruffling of feathers" that caused was amazing...... .... One or two AsA AIS guys lost their jobs over it. AsA had/have this strange belief that Australian data is theirs, and will let you use it as long as it's in the format/media we (AsA) provide, and you pay for it. Jepp or any other data provider don't pay for it as you may think, but that's another argument I guess. A word of warning though and tread carefully, AsA will come after you if you step outside their guidelines. That loss in court didn't go down all that well.

Well, Gympie is a CTAF not a CTAF®, hence the recommendation for an inbound call. If Gympie was a CTAF® that comment wouldn't exist. Read the definition of a "broadcast" that may help

Not sticking up for the 210 driver, his outburst was totally unprofessional, but a calls at every corner of the circuit and clearing the RWY are NOT mandatory, and in most cases completely unnecessary. The AIP reference posted earlier should be read in full and not 'in parts' as extracted to prove a point. What's not been mentioned is the definition of a "Report" and a "Broadcast", the definitions are clearly laid out at the start of that AIP reference. Also, one should read their ERSA. An increasing number of CTAF ® aerodromes have recommendations regarding radio calls, check them out...........:thumb_up: Cheers Os

they certainly can.......:lol 8:

The F1 Rocket is my favourite....:thumb_up:

Yes that's correct, but that was always the case. Having said that though, most cadets that successfully completed the course were placed in flying jobs within industry, by QF, till QF mainline required them. However, further changes to the scheme took place around a year ago, no longer are cadets placed in flying jobs. New cadets now are required to find their own work to build on experience, only then will QF offer a position if one becomes available. So, the QF cadetship is not so attractive anymore. It may revert "IF" the so called aircrew shortage returns. If anyone is looking at airline cadetships, take a peek at the one offered by Cathay Pacific, probably one of the better ones at the moment. Cheers Os

Thought that was for old ladies.....................the a$$ in my pants does need sewing up, you know anyone....??

Yep pretty much agree and becoming like other forums, and reminds me of those overbearing party dudes...................ahhhh why bother just wasting my time.

So how do you fly/or taught to fly straight and level ? My guess would be the horizon at a certain spot up the windscreen with cruise power set, yes ! - "attitude flying" -. No need to look at your ASI, that'll be on the cruise speed numbers. On approach is no different. In the case you point out above and you were my student, I'd be out with you for more circuit training, your circuits are to big, you've not managed your speed all that well and you've been to slow to recognise any sink. Most good schools teach what MAZDA, DJP and MERV have indicated.

NOTAM may have been issued to stop a re-occurence of this.......