text:
Bike Ride
451 ft
- Begins in:
- Elberfeld, IN, United States
- Created By:
- Chris Crowley
- Description:
- This is a 19.06 mi Bike Ride in Elberfeld, IN, United States. The Bike Ride has a total ascent of 451.18 ft and has a maximum elevation of 500.85 ft. This route was created by cwcphd05 on 08/31/2007. View other Bike Rides that cwcphd05 has done or find similar maps in Chandler.
- Type:
- Bike Ride


text:
Major upgrades are coming to a small adobe house in North Las Vegas that is believed to be one of Nevada's oldest buildings.
Bryan Salmond and Michael Gehlken talk about Sunday night's game between the Raiders and the Redskins as well as potential players that might miss the game.
I moved from Los Angeles to Las Vegas in order to escape leftist politics. Where will I have to move next, Wyoming?
Someone needs to explain to me why I would elect a Republican to make government bigger, steal more of my money, limit competition for consumers and make the quality of my life much worse.
Las Vegas police documents accused a California man of carjacking an SUV with two women inside before dropping them off, crashing the car and running onto a Strip hotel's golf course.
Las Vegas police are investigating after a person was found shot in the central valley.
A stolen phone and inhaler led to an evacuation Thursday morning at a central valley apartment complex.
Celine followed with a warm rendition of "Recovery," the ode to her late husband, Rene Angelil and written by rock artist Pink. The song was released in September 2016 and dedicated to Angelil, who died in January 2016.

subset: commoncrawl


text:
Tips To Make Your Next Trip More Enjoyable
For many traveling is a joy, but planning the trip is daunting and stressful. It can seem overwhelming to organize all the details of a trip. Use the tips below to plan fun and enjoyable trips.
Keep a record of all critical information when you travel out of the country. Keep copies of your travel documents with you, and make sure that you always have all the contact info for the US embassy that is located in the areas you will be traveling. You will need their assistance should you encounter legal troubles. They'll aid you if you run into any issues.
If you have any food allergies, you will want to be particularly careful when traveling abroad. If you experience severe reactions to certain foods, you must become fluent in the words the natives use when it comes to their food. Then at least you can warn the staff and possibly get a quicker response for medical professionals.
When traveling to a country that requires certain vaccinations, be sure and carry the paperwork indicating you've had them with you. You may need this if you try to enter or exit a country, and even when you go from city to city. Without the certificate, authorities have no way of knowing that you've had the vaccination and may have to detain you for quarantine.
Proper planning is key, so pack the essentials, but don't over-pack. The fewer things you bring, the less likely you are to forget something. Take only a few shoes, as they add unnecessary weight to your bags.
When you check into a hotel, see if the alarm is set. Whether the previous occupant was a very early riser, or the kids thought it would be a fun prank to set the alarm to scare the next occupant, you don't want to be rudely awakened. Turn off the alarm or set it to the time you want it on.
When making hotel reservations, inquire about any type of renovations that may be going on. The last thing you want is to have your peaceful trip interrupted by construction noise. Since there's nothing the hotel staff can do about the noise, it's better to just avoid those dates entirely.
A desert typically contains beautiful vegetation and animals that often are not seen anywhere else. There is something especially memorable about deserts for the first-time visitor, and no one should go their entire lives without experiencing the austere majesty of the desert.
Take the time to subscribe to e-newsletters of major airlines. These newsletters are often the best way to get exclusive offers and discounts. It's true, this means one more email to fill your inbox, but the amount of money you can save could by well worth it.
A park pass from the National Parks services will benefit you if you are planning on visiting often. It's only $50 annually, and it covers your entry to all the national parks.
As mentioned earlier in this piece, traveling can be very fun, even if getting ready for it is not. The better you do on planning the trip, the more time you will have to enjoy yourself once you are actually there. If a good travel time is what you want, then follow the advice in this piece.


text:
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text:
1 The Word of Jehovah came to
Jonah (the son of AmitTai), and said:
2 'Get up and go to Nineveh (the great city),
And give them this proclamation;
For, cries of their evil have reached me.'
3 However, Jonah got up and decided to flee from the face of the Lord, [all the way] to Tharsis. For he went down to Joppa and there he found a boat that was sailing to Tharsis. So he paid his fare, boarded, and preceded to sail away from the face of Jehovah.
4 But then Jehovah raised a wind over the sea that created huge swells, and [soon] the boat was in danger of breaking up. 5 Of course, this made the sailors so fearful that they each started yelling out to their own gods, and they started throwing things into the sea to lighten the load. Meanwhile, Jonah had gone down into the ship's hold and went to sleep, and he started snoring. 6 So the ship's captain went down to him and said, 'Why are you [just lying there] snoring? Get up and call to your God so He'll save us and we won't be destroyed!'
7 Well at that, each man started saying to his companion: 'Come, let's throw lots so we can determine the reason why this evil has befallen us!' So they threw lots, and the lot fell to Jonah. 8 And they asked him if he knew the reason why this evil had come upon them. They also asked what did for a living and where he came from from (what kind of place and what kind of people). 9 Then he told them: 'I am a servant of Jehovah, the God of the heavens… I worship the One who made the seas and the dry land.'
10 Well at that, the men became very fearful and they asked him what he had done (because the men realized that he was running away). So he explained [to them all that had happened].
11 Then they asked him: 'So, what must we do to you in order to calm the sea?' And just as they asked this, the sea rose in a great swell.
12 So Jonah told them: 'Just pick me up and throw me into the sea… then it will become calm for you. For I know that it's because of me that these great swells have come upon you.'
13 Nevertheless, the men pressed on and they tried to reach land… but they were unable, for the sea [kept pushing] against them. 14 So they called out to Jehovah and said: 'Please don't destroy us over the life of this man, because we don't want the blood of the righteous held against us! But for You, O Lord, we'll do whatever You wish.'
15 So then they took Jonah and threw him into the sea… and suddenly the sea became still and stopped tossing about. 16 As the result, the men became very fearful of Jehovah, and they made vows to Him and offered sacrifices to Him.
17 Then Jehovah ordered a great sea creature to swallow Jonah, and he stayed in its belly for three days and three nights.
1 There, Jonah prayed to Jehovah his God from the belly of the sea creature, 2 saying this:
'In my affliction, I called out to You,
O Jehovah, my God,
And You paid attention to me.
I cried from the belly of the place of the dead,
And from there, You listened to my voice!
3 'You threw me into the heart of the sea…
Yes, into the depths of its waters,
And by the sea, I was covered.
'Then I asked, as their waves and crests poured upon me,
4 Have I been pushed away from Your eyes…
Will I not see Your Holy Temple again?
5 'But the waters were rolling around me,
And then they entered my soul…
By the deep, I was encircled,
And my head went under the water.
6 'I went down between mountain fissures…
Through the earth and its bars of the ages.
And I said, O Jehovah, my God;
Let my soul rise above this corruption!
7 'Then, as my life was reaching [its end],
You noticed [my bad situation];
For my prayers had ascended to You…
To You in Your Holy Temple!
8 'Some pay attention to things that are foolish,
While others will listen to lies…
For they've given up on Your mercy.
9 But, with my voice, I will praise You,
And I'm offering [this song] as my sacrifice.
For I'll do everything that I've promised
If you will just save me, Jehovah!'
10 And at that, the Lord gave orders to the large sea creature, and it vomited Jonah out on dry land.
1 Well thereafter, The Word of Jehovah
came to Jonah a second time and said:
2 'Now, you must get up and travel
To the great city of Nineveh
And proclaim my words over it,
Just as I told you before!'
3 So Jonah got up, and for the next three days he traveled to Nineveh, just as the Lord had told him (for God considered Nineveh to be a great city). 4 Then when Jonah arrived at the city, he spent [a full] day traveling through it proclaiming, 'In just three days, Nineveh will be wiped away!'
5 Well, because the men of Nineveh believed in God, they called for a fast and for everyone (from the least to the greatest) to wear sackcloth. 6 And when [Jonah's] words reached the king of Nineveh, he arose from his throne, removed all of his clothes and put on sackcloth, and then he sat in ashes.
7 Thereafter, the king and his great men also sent a proclamation throughout Nineveh, that said: 'The people may not eat anything, [nor may they feed] their cattle, oxen, or sheep… they may not eat or drink anything at all! 8 They are all to wrap themselves and their cattle in sackcloth as they all fervently call out to God! Each man must also turn from his wicked ways and from the sins of his hands and say, 9 Who knows if God will change His mind and turn from the anger of His rage, so that we will not perish?'
10 Well, when God saw what they were doing and that they had turned from their wicked ways, He changed His mind over the evil things that He said He would do to them, and He didn't do anything.
1 However, Jonah was very upset and confused by this, 2 so he prayed to Jehovah and said: 'O Lord; Wasn't this the same thing that I said [would happen] when I was back in my own land? It was because of something like this that I thought about fleeing to Tharsis! For I knew that because You are kind, sympathetic, lenient, and full of mercy, You'd change Your mind about doing such evil.
3 'And now, O Master and Lord; please end my life… it's better for me to die than to live!'
4 And Jehovah asked: 'Has this [really] grieved you so much?'
5 Then Jonah left the city and sat down in front of it… he put up a shelter and sat there, staring at the city.
6 Then Jehovah God provided a gourd [plant] that grew up over Jonah's head to shade him during this bad [time]. And Jonah became very happy and joyful over the gourd [plant]. 7 Then early the next morning, God sent a worm that killed the [plant] and dried it up. 8 And just as the sun was rising, God sent a burning wind, which (along with the sun) burned Jonah's head. So he became discouraged to the point where he wanted to just resign from life. For he said, 'It's better for me to die than to live!'
9 Then God asked Jonah: 'Are you [really] that grieved over the gourd [plant]?'
And he replied: 'Yes, I'm grieved to the point of death!'
10 And the Lord said:
'You treated that plant so tenderly…
You nourished and worked hard for it,
Though it just grew up in one night,
And it perished before the next evening.
11 'So, shouldn't I spare this great city
Where a hundred and twenty thousand now dwell
Who don't know their right from their left,
Along with all of their cattle?'


text:
AnSpal - Trance Pursuit
Credits & Info
- Uploaded
- Oct 27, 2006 | 9:20 PM EDT
- File Info
- Song
- 1 min 40 sec
- Score
- 3.46 / 5.00
Related Content
You might also enjoy:
Licensing Terms
Please contact me if you would like to use this in a project. We can discuss the details.
- Score:
- Rated 3.46 / 5 stars
- Plays & Downloads:
- 1,114 Plays | 255 Downloads
- Share Links:
- Genres:
- Electronic - Trance
- None
Author Comments
Rated 5 / 5 stars
this is sickkk! I don't even listen to trance but this makes me want to make a trance song lol. Ya fuck zerovoter that bitch got banned... again. Thanks for the 5's i'll hit your songs up.
thanx, I'll rveiew urs too, thanx for the review
Rated 5 / 5 stars
Dam sweet!!!
Great job man!!!
this is great!!!
the notes are awsome!!!
the beats are uber cool!!!
chek out my Inturder Alert =)
np =)
Rated 5 / 5 stars
Fuckin Zero voter
i hate both zero voters,i tink its da same person tho,oder 1 probobly got blammed Ivebin zerovoted asswell but dey both pm me didnt write a rev 4sum reason,may b jus cuz i hav powerfull alys, i dno.Anyway I like dis beat,listened 2 many o yo songs especialy liked da tetris beat,5/5
Keep it pimpin'
BN out
peace, that fuckers gonna keep gettin banned =)
Rated 5 / 5 stars
Really nice work. That guy zerovoter really is an asshole. I'll vote you a 5, and i hope more will be soon to follow. it's great work, the melody is catchy you're right. keep up this great music. thanks for the tips, you really helped and helped me learn alot of things on my own. gl in the future,
Thanx man, I hope u become a great music maker as well, but until then, I'll keep bringin the tips ;)


text:
Ask Tennis star James Blake!
|James Blake
This month, James lost in the finals of the Legg Mason in Washington to tournament champion Andy Roddick and had a strong subsequent showing in Cincinnati. The Fairfield, CT native is poised for the upcoming Pilot Pen in New Haven, Connecticut.
Blake, a former Harvard student, is back in action after a very difficult 2004 on and off the court. Blake suffered a neck injury after slipping during a practice session in Rome and, last summer he contracted Zoster -- a condition that affected his vision and hearing and caused temporary paralysis on one side of his face.
The summer season marks an exciting time in tennis as the popularity of the sport continues to rise. Before the start of Wimbledon, more than 3,000,000 fans had attended an ATP event, up more than 65,000 from last year.
Send your questions now and join James on Monday at 2 p.m. ET!
For more, visit www.atptennis.com!
This chat is exclusive to ESPN Insiders


text:
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text:
i just bought and older house and the upstairs is colder than the downstairs. there is only 1 vent and thats in the upper part of the stair way and we always leave the door open downstairs. i was just wondering what i could do to keep the upstairs warm like the downstairs? thanks!
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Mon, 01/26/2009 - 16:27#1
warm downstairs and cold up stairs
Tue, 01/27/2009 - 17:21(Reply to #1) #2
Not much to work on from your description, but I would assume that you have a forced air heating system. Since it does not seem that you have enough heating vents installed in the upper portions of your home, you may want to, in the short term, let the hot air rise in your home.
Leave the doors open on the first floor that lead to your upstairs area. You may also want to close the vents on the far side of the down stairs area so that the air pumps out more towards the vents on the part of the house that lead upstairs.
I'm not an expert on HVAC systems, but this is what I would try at first blush. I'm sure others on this board are a little bit more informed on the specifics of your problems.
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text:
I have a question on adding a new circuit for a above growing swimming pool. I just got my permit for installing the pool and got the ok with my plans. My issue is tryying to find straight answers on all the codes. My local permit office goes by the 2010 residential code of NYS, and I have a copy her but it does not answer some of my questions. The electrical inspection I will go through is very tough and want to get it right the first time. Here is a few questions I have, some general and some to do with code.
1) I will have a 85 foot run from box to pool pump. 25' in basement and 60' from basement wall to pump.
Do I need 10 g THHN/THWN wire or is it a bit over kill. 115v pump pulling 10 amps. Or is 12 ok with 20 amp GFCI
2). The pool pump will be a detected circuit, but need to add a separate convenience outlet 10 foot from the pool. Can I run both circuits through the same conduit and branch the convenience outlet line off to its location? Or will I have to have 2 separate lines. I would rather no have 2 LB fittings out the side of my house.
3) Any problem using NM wire through my basement and tying it in to THHN/THWN in the junction box before going outside the house in the conduit?
This is not a complicated project, I'm very capable of if the project...I'm just unclear on some code issues.
Any tips, or suggestions welcome.
I'm not familiar with NYS Codes, just 2011 NEC, but they're probably very similar. I assume the pool is an inflatable type, since different rules apply.
1) I presume the 60' run will be underground, so it should either be THWN, w/ GFCI protection either in the basement or at poolside, and in conduit buried at least 24" or UF buried at least 6" w/ GFCI protection in the basement. In both cases be sure to use copper wire w/ a ground.
Voltage drop should not be a problem if you have a full 120V in your house, so #12 wire is OK.
2) I assume the convenience outlet will be for a light load and is fine as long as the total load does not exceed 16A. You can however, run two dedicated circuits in the same conduit if you prefer. Remember the GFCI receptacles for both the pump and the convenience outlet must be listed as weather resistant (WR) and protected by an "in-use" cover and "weather proof" box. PVC would be good choices.
3) NM-B in the basement is fine before going outside.
Just to be sure, call the permit office before you start and run these plans by them. They will be glad you did, you will probably be able to talk to the person who will actually do the inspection and, everything will go much smoother.
Good Luck from Columbiana, Alabama
Maurice Turgeon, http://the semi-retiredelectrician.com


text:
24 Simple Scrapbooking Layouts
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Latest Comments
"I am going to look for beads at the dollar stores and thrift stores. This will take a lot of beads to make a garland. I think I will use mine on my mantle instead of on my tree. I do have a lot of plastic pony beads already so I might start with those. The colors would look cute by some tiny white Christmas trees."
"What an adorable basket and great way to use up scraps of yarn. I did not even think of a yarn bowl but it would be perfect. I have to do that since I always have my yarn rolling all over the floor. Easy pattern to follow and you can customize it as well. Thank you."
"Wow! All I need to buy is the coconut oil and I am all set. I have plenty of green tea in my pantry. I drink it all the time. I am super sensitive and like to make my own scrubs. This will be perfect. And smell nice as well. Thank you."
"I have a lot of skin sensitivities so I am always looking for something homemade. No reactions there and it works great. This recipe will be do the trick plus smell great. I live in NYC and you need a scrub to take off the impurities of the air. Thank you,"
My Butterflies Scrapbook Page
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Create a beautiful butterfly scrapbook page using cardstock, treasure tape and beadlets. The page looks great and will help you preserve your memories for years to come.
- Two 8 1/2" x 11" pieces of aqua cardstock
- 8 1/2" x 11" golden yellow cardstock
- 8 1/2" x 11" purple cardstock
- Mrs. K's Iron-on Ribbon in 6100 Carnation and 6500 Hydrangea
- Diamond Beadlets®
- 4" x 6" sheet of double-sided Treasure Tape
- Double-sided Treasure Tape dots
- Mini Iron or household iron
- Kreinik Teflon Press cloth
- Shallow tray or pan
- Fancy-edged scissors and regular scissors
- Bold Butterfly and Brush Stroke Alphabet stamp sets by Stampin Up (or similar stamps)
- Pale green ink stamp pad, and fuchsia stamp pad
- Photo of children (4" x 6" or smaller)
- Turn your iron on to the highest heat setting and let it heat thoroughly.
- Trim 1/2-inch off each side of your yellow cardstock using the fancy-edged scissors. Adhere this page centered onto the aqua cardstock, using Treasure Tape dots.
- Using the butterfly stamps and ink pads, stamp butterflies randomly around the yellow cardstock.
- Using the Carnation Pink or Hydrangea iron-on ribbon, outline each butterfly. (Lay the thread at a starting point, cover with the Teflon Press cloth, and press with the hot iron for several seconds until the thread adheres. Continue along your design, working in sections.)
- With the fancy-edged scissors, cut another piece of aqua cardstock to be one half-inch larger than your photo. Cut a piece of purple cardstock to be 1/4-inch larger than your photo. Mount the purple cardstock onto this aqua piece, then your photo onto the purple cardstock using Treasure Tape dots. Mount this onto the lower right corner of the page.
- Cut another aqua piece 3.75" x 2. Using the fancy-edged scissors, cut another purple piece 1/4" larger than the aqua. Stamp "My Butterflies" onto the aqua piece using the alphabet stamp set and Fuchsia ink. Mount this onto the purple cardstock, and then mount all of this onto the yellow page in the upper left-hand side.
- Pick two butterflies that remain completely visible on the page, and decorate them with the Diamond Beadlets®: Remove the white liner from the Treasure Tape sheet, and stamp the butterfly onto the sticky part. Cut out, then place over one of the visible butterflies. Remove the top red liner to expose the sticky part. Place the page in a shallow pan or tray and cover the butterfly with Diamond Beadlets®. Do the same with any other visible whole butterflies on the page.
Kreinik threads available through needlework stores or www.kreinik.com.
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A Muff driver was disqualified when he drove a car and crashed it into a field, a court has heard.
Terry Barr, 540 Grove Cottages, Muff pleaded guilty to a number of motoring offences at Buncrana District Court last week.
The court heard how Sergeant Stephen Canny received a report at 7am on August 30th 2013 of a vehicle off the road in a field at Drumhaggart. Burnfoot.
On arrival at the scene, he found the vehicle lying on its side. There was no driver in the vehicle. On investigation, Sgt Canny found documents belonging to Barr. He later spoke to the 42-year-old, who admitted driving.
He told the Sgt. he had no recollection of the time leading up to the collision or of how it occurred. Sgt. Canny asked Barr to produce his motoring documents, which he opted to do at Muff Garda Station. The documents were never produced.
The court heard how the registered owner of the car declined to make a statement as did the owner of the land where the collision took place. Barr sustained a fractured wrist, some bruising and minor cuts in the collision. He was charged with three charges of hit and run (failing to stop, failing to give appropriate information and failing to remain at the scene); driving without a licence, no insurance and no tax.
The court heard Barr possessed previous convictions and was disqualified for four years on September 31st, 2009 for driving without a licence or insurance.
This meant he was disqualified at the time of the most recent offence.
Defence solicitor Mr Frank Dorrian said a number of charges faced by Barr were "untenable" such as the failure to stop charge, as the vehicle was stationary in a field. He said he also did not fail to give information, as he had admitted driving.
Mr Dorrian said his client was in a "great deal of pain" following the incident and had banged his head and was disorientated. He added how Barr had "no real recollection of what had happened."
Addressing the disqualification, Mr Dorrian said Barr had "dutifully" adhered to it, but had taken a chance a few days before it was to be lifted.
Judge Paul Kelly ordered Probation and Community Service reports and adjourned the case until November 13th.


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These days, decorating your home and indeed your child's bedroom, seems to be somewhat of a fiasco. With so many factors to consider (colours, themes, wallpaper, paint, furniture and finishing touches) a bedroom makeover of any sort is considered quite the challenge, even for the smallest members of your family. To combat the seemingly stressful situation of redecorating your child's room, or any room for that matter, look no further than the newest innovation in easy and effective room decorations – wall stickers.
With the ability to instantly transform any room without the worry of commitment, (particularly useful with the changing tastes of growing children!) wall stickers are a great way to add colour to any space. Whether it's the final touch to a well thought out, themed bedroom or a feature wall that brightens up the playroom, wall stickers are sure to make an instant impact.
One of our favourites is the eye catching Giraffe Wall Stickers, as seen in The Sunday Times. It features as number 10 of the top 25 Ways to brighten up your home for under £100, and we think they're pretty great too! Create a stunning scene in your child's favourite space with these repositionable stickers, including two giraffes, without the hassle of wallpaper. And for under £20, you really can't go wrong!


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Pro Z Chrome Bumper Trim
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Lochhead gets MLS deal with Chivas USA
All Whites defender Tony Lochhead is returning to America's Major League Soccer competition with Los Angeles-based club Chivas USA.
The club announced on their website today they had signed Lochhead, who has won 43 All Whites caps and played in the 2010 World Cup finals.
The 32-year-old was cut by the Wellington Phoenix last season after 131 A-League appearances between 2007 and 2013.
Lochhead spent three seasons in the MLS with the New England Revolution as the 33rd pick in the 2005 MLS draft after graduating from the University of Santa Barbara.
He made 16 MLS appearances and helped the Revolution make the MLS Cup final before signing for the Phoenix.
A favourite of former All Whites coach Ricki Herbert, Lochhead played at left wing back in the 2010 World Cup finals campaign in South Africa. He held his place for the first leg of the World Cup intercontinental playoffs defeat to Mexico last November.
Lochhead was effectively on trial at Chivas when the All Whites played out a 0-0 draw with the American club in a training match in Los Angeles last October.
Fairfax Media


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I have an upcoming Hyphen article on attending the post-show panel at the La Jolla playhouse regarding the casting controversy of its The Nightingale.
I also have a pre-event blog post on the matter.
Artistic vision and integrity were tossed out in favor of rationalizations for the casting of non-Asians in a piece that not only has its roots in a work about China, but utilizes Chinese names, scenery, costumes, and history as well.
But the excuse most propagated before the Playhouse apologized was the notion that the production is in the development stage.
Having an All-Asian cast early on in the workshopping process didn't work for writer Steven Sater. During the panel, Sater said Asians in an Asian setting didn't fit with the story he wants to tell about humanity's capacity to overcome all with love. Perhaps love and humanity aren't something he identifies with Asians. And so the show's artistic team decided to excise the actors. Cheaper than chucking the production designs, I suppose.
They're experimenting, they all protest. So let us be racist because it's all a test is what they seem to be saying. We're just playing around with ideas.
What happened 22 years ago with Miss Saigon is not easily forgotten in the API community. I'm not white so I don't know firsthand how the Caucasian community view it. I think The Nightingale casting mishap goes beyond the problems with Miss Saigon in some ways. The Nightingale cast is comprised of six white males. African American females displace Asians in the leading roles. Two Asian females comprise the rest of the cast.
What it feels to me that La Jolla is basically saying is that
1. Asians are not important enough to tell even their own stories
2. The Miss Saigon concerns of 22 years ago were inconsequential
3. Asians don't resonate with them or audiences
4. We'll use the location but let's get rid of the riff-raff
5. Caucasians are better
I don't care whether something is in the development process or playing before God. These are unacceptable thoughts, visions, and ideas at any time.
If you're racist and don't like Asians just say it. Don't behind the shield of art or the act of working things out in your head. I'd rather one say they hate me — so I can smack them upside their head.
–Ken Choy
[Update: More on La Jolla Playhouse's apology here.]


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163 James Street, Northbridge
The Nightcruisers are always welcome at the Paramount.
We have been calling on this popular club for many years. Ask us about the special arrangement we have with this great venue.
Located in the heart of Perth's nightlife The Paramount Nightclub has been a foundation in Northbridge's Pub & Club scene since it opened in 1999. Hailed as Perth's premier party venue. It combines Perth most rated live music downstairs with our Resident and Guest DJ's upstairs pumping out uplifting commercial dance music.


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Welcome to the world baby Annakari. Annakari joins her big brother Magnus and family to continue her Mother's traditions and legacy sleeping in her mother's cradle made by her grandfather.
Maternity Session
When this beautiful momma reached out to me I jumped at the chance to take her maternity photos ! Alison and her toddler made such a wonderful pair. Michele was really excited to take photos with her Mommy and insisted on wearing her ballet tutu and costume – what a cutie!
Newborn Baby Girl
I was so excited to photograph my friend's baby girl! It was so great to be able to photograph this little cutie because my first ever newborn photo shoot was her big brother 4 years ago! As you can see she was so beautiful and even graced us with her gorgeous smile!
A Sweet Angel
Baby Annalise was such a sweet angel. She slept the entire session and really loved being snuggled up. Do I have to mention all that beautiful hair??? I can't believe how gorgeous her hair is.
Indoor Maternity for a Beautiful Momma
I was lucky to be able to photograph my sister and brother in law to celebrate their upcoming bundle of joy! It was a spring day and it was very cold outside so we stayed warm indoors! We had so much fun photographing Sarah and Brad in the new baby's bedroom. These new to be parents are going to be amazing!


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Railway videos, both real and model http://www.youtube.com/user/franburke
My Fledging Flickr Account (With More Irish Pics Than You Would Expect!)
Irish Railway Models Ltd | The next level in Irish railway modelling
Finely detailed ready-to-run models in 4mm/OO scale
Have you any idea where the model came from?
Never seen this before Steve, any chance of a bigger pic?
Cheers Steve
You can put that back in its box now
We dont need any of that Marklin stuff on this thread!!!


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1. Introduction
In aviation people from many different countries get together. This makes communication between Air Traffic Control (ATC) and flight crews pretty difficult as many different languages and knowledge of foreign languages collide. To prevent misunderstandings and to ensure safety in aviation it is very important to base all communication on standardized phrases. During the next chapters we shall cover and look at the phrases you might encounter during different phases of your flight.
2. Basics
Radio traffic for flights under Instrument Flight Rules (IFR) must be conducted in one of the ICAO (International Civil Aviation Organization) officially approved languages. These are English, French, Spanish, Russian, Chinese and Arabic.
For flights under Visual Flight Rules (VFR) the local language may also be used for communications. Deviations from these regulations may be found in the AIP's (Aeronautical Information Publication (AIP) of their respective countries since there are simply too many special rules to address them all in this document.
You should always pay attention to the fact that colloquial language is used. In addition you should not speak too fast, but also not too slowly – a well-balanced speech tempo is important! This also counts to the volume and clearness of the pronunciation.
2.1. Confirmations and Transmissions
Air-traffic controllers and pilots work together in a team and usually communicate using a VHF radio device. The air-traffic controller gives instructions and advices to the pilots. The crew must confirm these with a so-called read back to show to the air-traffic controller that the instruction was understood and the air-traffic controller can correct possible mistakes. A read back is basically mandatory for everything that contains figures. Exceptions are only information about wind and weather. They do not stand for instructions in the real sense. Instructions that are not repeated by the pilot do count as not transmitted.
2.2. Radio Discipline
It is very important to maintain discipline in radio traffic, especially in high traffic situations where frequency time is short. During phases of high traffic the restricted time for transmitting is used efficiently. The pilots must listen carefully to the radio to be able to answer the instructions fast and don't miss an announcement. In addition, pilots and ATC alike must avoid overlapping of radio messages. If a pilot switches to a new frequency he should first listen to the radio carefully. He has to wait until a gap arises and all communication strings with other pilots have been finished. A communication string consists of both an instruction AND a read-back.
2.3. Communication is everything
Despite set phrases and many standardised procedures there are always situations in which pilots are not sure what the air-traffic controller just meant. It is essential that air-traffic controller and pilot are talking about the same thing. If anything is unclear an enquiry is mandatory! it is just the same as in all other areas of life: Communication is everything. People talking to each other will usually get along very well. This simple fact also applies to pilots and ATC – on ground and in the air.
2.4. Say Again!
There are two magic words that are always a correct answer to an instruction: Say again! If you want to be polite you can add the word please: Please say again!
A basic principle: If the receiver did not understand the complete transmission clearly then the only correct read back is always say again. This is a global rule. It is one of the most important circuit breakers against misunderstandings and resulting incidents! Please print and frame this and nail it next to your PC or bed.
2.5. NATO/ICAO Alphanumerical pronounciation
In Aviation all letters are designed via the NATO/ICAO alphabet. You don't call an A an A, but say Alpha.
|AL fah
|CHAR lee
|DELL tah
|ECK oh
|FOKS trot
|hoh TELL
|IN dee ah
|JEW lee ETT
|KEY loh
|LEE mah
|no VEM ber
|OSS cah
|pah PAH
|keh BECK
|ROW me oh
|see AIR rah
|TANG go
|YOU nee form
|VIK tah
|WISS key
|YANG key
|ZOO loo
Numbers are generally pronounced in single digits, for example Iberia 123 is not pronounced as Iberia Hundred and twenty three but as Iberia one, two, three.
We say generally as this applies in Europe, however in the USA the opposite is the general rule.
The exception to this rule is that numbers which end on even Hundreds or Thousands are pronounced as such, for example 500 is not pronounced five, zero, zero but as five hundred, the same would apply to 5000 or 5500.
Again numbers same as with letters are pronounced slightly differently to what we use in normal communication.
2.6. Different Categories of Messages
Different categories of transmissions exist. Since not everything a pilot or controller wants to share is of the same importance a clearly structured order of priority has been set up which needs to be adhered to at all times.
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2.6.1. Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need help ASAP. To indicate an emergency situation the phrase Mayday shall be used.
2.6.2. Urgency Messages
Urgency Messages are transmissions related to aircraft safety. They can be made for the own or another aircraft using the phrase Pan-pan.
2.6.3. Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding values (what a surprise!).
2.6.4. Flight Safety Messages
Flight Safety Messages are the most common transmissions. These are the transmissions made during air traffic control, an aircraft's position report or pilot reports that are important for the flight.
2.6.5. Meteorological Messages
The name actually tells you everything – in this category of transmission someone passes on weather information.
2.6.6. Flight Regularity Messages
This category covers all transmissions concerning maintenance, changes in an aircraft's operation schedule, non-routine landings or similar. They are transmitted either on the frequencies of Flight Information Service or a different dedicated frequency in order to prevent the distraction of ATC.
2.6.7. State Telegrams
A State Telegram is, when a head of state or a proxy needs to send a message from an air plane. These transmissions are either done on the frequencies of Flight Information Service or different dedicated frequency in order to prevent the distraction of ATC. Obviously this is a type of message that does not happen on VATSIM.
2.7. Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact. He changes to a new frequency and has to make an initial call. If you are on the ground this initial call consists of the call sign of the station you're trying to reach, your own call sign and the position you are moving to. Once airborne you have to state your current altitude and, if different, the altitude you are cleared to. There is no need to report your position when airborne! As you can see an initial call is short and includes all necessary information. You don't have to tell the controller your heading, shoe size or age – he just does not care about that kind of information!
Palma Ground, good morning, Scandinavian 123 on taxiway Alpha.
…and in the air:
Marseilles Control, Air France 123, FL125 for FL110.
2.8. Call Sign
Each transmission has to include your own call sign in order to let the person at the other end know who has just spoken or transmitted a message. There is absolutely no exception to this rule. During an initial call the call sign of the called station is at the beginning followed by the own call sign. In later phases of flight the controller always puts our call sign at the beginning followed by his instructions. During your read-back you have two options, either you put your call sign at the beginning or in the end – there are two philosophies for this:
On the one hand you have more time to think about what you actually want to say if you put your call sign in the beginning.
On the other hand a call sign at the end of a transmission indicated to other pilots on the frequency that our transmission block with the controller is completed and that the frequency is free for use by others at this time.
As you see there are good arguments for both options – you have to find out on your own which suits you more. In all the following phraseology examples we will say our call sign at the beginning.
3. Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to finally parking the aircraft at the destination airport looking at all possible phrases you might encounter. We will use a short domestic flight from Frankfurt to Munich as an example. This flight will be done as DLH123, Lufthansa 123. Our routing leads us via Dinkelsbuehl and the airway T104 to the way-point BURAM, at which point our STAR begins. The route filed in our flight plan should look like this:
We know from the airport information sheet that departures to DKB should preferably use runway 18 for departure, so we file an SID from this runway and hope that ATC is not going to make us change active runway. Our cruising altitude for this flight will be FL210.
For didactic matters you won't be able to redo this flight exactly as we show it here because you will most probably not encounter the full load of different situations covered in the next chapters. Please also note that there is nothing polite in phraseology by the book. No good mornings, no good byes. We will not use any phrases like this in this document, but you can be sure that every ATC, be it in the online or the real world, appreciates any greetings.
3.1. Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight preparations have been made. We begin at gate A32 in Frankfurt.
3.1.1 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency in this case 118.025 The ATIS besides information on weather, also includes the active runways for departure and landing and other abnormal conditions. To make each ATIS
unique it is designated with a letter connected to the specific message you listen to, in our case we heard Information Alpha.
3.1.2. At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines, the so called start-up. This does not mean that the pilot should or even had to start his engines immediately. It just means that ATC does not foresee departure delays of more than 20 minutes in reference to the planned departure time. The actual act of starting the engines is done in cooperation between the flight crew and the ground crew serving the aircraft.
Important: Pilots should always include the ATIS designator on initial contact with a local ATC station. In some reasons you will also have to include more details on your flight, like your aircraft type or the QNH.
Frankfurt Delivery, Lufthansa 123, information Alpha, request start-up.
Lufthansa 123, Frankfurt Delivery, Alpha is correct. Start-up is approved.
Start-up approved, Lufthansa 123.
3.1.3. At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be filed with air traffic control (see Flight Planning). Before departure this flight plan has to be approved by the responsible ATC station. Large airports have a dedicated station for this, the so-called Clearance Delivery. On smaller airports this task may be done by the local Ground or Tower controller.
You will often get the En-Route Clearance together with the start-up approval, so you should be prepared to get your en-route clearance together with the start-up clearance without a notice – Keyword: Pen and Paper!
An en-route clearance always has the same structure. First you will be cleared to your destination airport, followed by the assigned departure route and sometimes the departure runway (as long as this is not clearly defined by the departure route itself!). Finally there will be additional information given if the rest of the route is accepted and cleared according to the flight plan or if there are any changes to the further routing. Those changes can become quite extensive, that's why I want to give you – again - the advice to have a pen and paper ready. At the end of the clearance ATC assigns you a transponder code, the so-called Squawk, which you have to enter into your transponder (this code makes ATC's Secondary Surveillance Radar able to identify your flight and to correlate your target with your flight plan).
After the pilot's read back of the full clearance ATC will usually confirm that the read back was correct and complete.
Depending on the airport and country you will get your start-up approval right with the en-route clearance.
Frankfurt Delivery, Lufthansa 123, request IFR-clearance to EDDM.
Lufthansa 123, Frankfurt Delivery, cleared to München via DKB5S departure, flight planned route, squawk 2101.
Lufthansa 123, we are cleared to München via DKB5S departure, flight planned route, squawk 2101.
Lufthansa 123, read back correct.
Or, with start-up:
Frankfurt Delivery, Lufthansa 123, information A, request start up
a) Lufthansa 123, Frankfurt Delivery, cleared to München via DKB5S departure, flight planned route, squawk 2101.
b) Lufthansa 123, Frankfurt Delivery, start-up approved, cleared to München via DKB5S departure, flight planned route, squawk 2101.
a) Lufthansa 123, we are cleared to München via DKB5S departure, flight planned route, squawk 2101.
b) Lufthansa 123, start-up approved, cleared to München via DKB5S departure, flight planned route, squawk 2101.
a) Lufthansa 123, read back correct, start up approved.
b) Lufthansa 123, read back correct.
a) Start up approved, Lufthansa 123.
b) -
3.1.4. At the Gate (Vectored Departure)
Sometimes, when a pilot does not know how to follow a standardised departure route, ATC will use Vectored Departures. So what does that mean? It just means that the pilot gets specific instructions on what to do after take off. The radar controller will make sure that the pilot finds his routing later using vectors, Proceed Direct SOMETHING or similar.
Frankfurt Delivery, Lufthansa 123, information A, request start up.
Lufthansa 123, Frankfurt Delivery, cleared to München, when airborne maintain runway track, climb altitude 4000ft QNH 1019, contact Langen Radar on frequency 120.050, squawk 2210.
Lufthansa 123, we are cleared to München, when airborne maintain runway track, climb altitude 4000ft QNH 1019, contact Langen Radar on frequency 120.050, squawk 2210.
Lufthansa 123, read back correct, start up approved.
Start up approved, Lufthansa 123.
3.1.5. At the Gate (Detailed Departure Instruction)
ATC can, should a pilot not know the SID, also read the whole SID to the pilot. Please make sure you never need to get this service by reading your charts carefully.
Frankfurt Delivery, Lufthansa 123, information A, request start up.
Lufthansa 123, cleared to München, departure runway 18, when airborne maintain runway heading, climb altitude 4000ft, QNH 1019. At 800 feet or 12 DME outbound RID VOR, whichever is later, turn left to KNG NDB. Maximum IAS 220 Knots. Intercept QDR 103 KNG. At AKONI turn right, intercept radial 310 DKB VOR to DKB. Squawk 2210.
Lufthansa 123, we are cleared to München, departure runway 18, when airborne maintain runway heading, climb altitude 4000ft, QNH 1019. At 800 feet or 12 DME outbound RID VOR, whichever is later, turn left to KNG NDB. Maximum IAS 220 Knots. Intercept QDR 103 KNG. At AKONI turn right, intercept radial 310 DKB VOR to DKB. Squawk 2210.
Lufthansa 123, read back correct, start up approved.
Start up approved, Lufthansa 123.
3.2. Push Back and Taxi
3.2.1. Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to obtain approval for push-back from Ground Control
Frankfurt Apron, Lufthansa 123, gate A32, request push-back.
Lufthansa 123, Frankfurt Apron, push-back approved.
Lufthansa 123, push-back approved.
This push-back instruction can be extended to, for example, include a direction or the length of the push-back.
Lufthansa 123, push-back approved facing east, perform a long push into taxiway Mike.
Lufthansa 123, push-back approved, perform a u-turn into position A34.
As there is a nearly endless pool of options for ground controllers there are not always standard phrases – it is important that pilot and ATC do understand each other. As in all flight phases: Communication is everything.
If an instruction is not clear, you simply ask: Say again!
3.2.2. Taxi
After push-back, or, if you are parked at a position from which you can taxi straight out, after engine start, you obviously have to get to the runway. Designated taxiways lead you there. The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport. In our example Frankfurt Apron is our first station; the Tower will take over later.
Lufthansa 123, request taxi.
Lufthansa 123, taxi to holding point runway 18 via Mike 1 and November.
Lufthansa 123, taxiing to holding point runway 18 via Mike 1 and November.
Now that we are moving ATC has even more possibilities to differ from such easy taxi instructions as seen before. He could, for example, let us stop before a certain taxiway which we will cross.
Lufthansa 123, taxi to holding point runway 18 via Mike 1 and November, hold short of November.
Lufthansa 123, taxi to holding point runway 18 via Mike 1 and November, hold short of Quebec, traffic will be a Cargo Lux Boeing 747 moving right to left.
It is very important for a pilot to always know what happens around him. That's why he should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep his eyes out. Controllers often help by issuing traffic information
3.2.3. Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for progressive taxi. ATC will then advise the pilot where to go.
If you get lost and can't solve the situation on your own you can demand this kind of help from ATC. This is always a better solution than strolling around on the apron just because you're too proud to ask for help!
Lufthansa 123, request progressive taxi.
Lufthansa 123, roger, expect progressive taxi.
Lufthansa 123, turn left now.
Turning left, Lufthansa 123.
Lufthansa 123, the second taxiway to your right is November. Follow November to holding point runway 18.
Will turn second taxiway to the right; follow November to holding point runway 18, Lufthansa 123.
3.2.4. Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft pass and taxi behind it. It is very important that you have this traffic in sight, if not, you have to inform the controller immediately!
Lufthansa 123, give way to an Air Berlin Boeing 737 moving from left to right on taxiway November.
Lufthansa 123, unable, traffic not in sight.
Lufthansa 123, roger, in this case hold short of November
Lufthansa 123, give way to an Air Berlin Boeing 737 moving from left to right on taxiway November.
Lufthansa 123, will give way to Air Berlin Boeing 737 on November.
When approaching the runway or latest when we reach the holding point Ground will hand us off to the Tower controller who is responsible for all movements on the runways and issues all clearances (landing and take off, crossing a runway, etc).
Lufthansa 123, contact Tower on frequency 119.900.
Lufthansa 123, contacting Tower on frequency 119.900.
Depending on where we are and if we are ready for departure there are different possibilities for the initial call on the tower frequency.
Frankfurt Tower, Lufthansa 123, approaching runway 18.
Frankfurt Tower, Lufthansa 123, at holding point runway 18, ready for departure.
3.3.1 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain circumstances, one of which being that the runway must be clear of all other traffic. The Tower Controller has some tools with which to separate traffic very effectively and to keep a steady traffic flow. They could have us line up on the runway and wait there.
Lufthansa 123, line up runway 18 and wait.
Lufthansa 123, lining up runway 18 and waiting.
They can also instruct us to line up behind another aircraft. In that case they give us our clearance to line up, even if it would not have been our time. They do not have to pray that the frequency is clear when our actual time comes – that makes their work much more effective.
Lufthansa 123, behind departing Boeing 737 line up runway 18 and wait behind.
Lufthansa 123, behind departing Boeing 737 lining up runway 18 and waiting behind.
It is very important for us to properly identify the traffic that the tower controller indicated to us and to keep it in sight at all times. Should we not see the traffic the conditional clearance is invalid – we have to immediately inform ATC who will then figure out another clearance.
Lufthansa 123, behind departing Boeing 737 line up runway 18 and wait behind.
Lufthansa 123, negative, traffic not in sight.
Sometimes ATC "shows" you the traffic and only gives you the clearance after you confirmed visual contact.
Lufthansa 123, traffic is a Boeing 737 on short final runway 25R, report in sight.
Lufthansa 123, traffic in sight.
Lufthansa 123, behind landing Boeing 737 line up runway 25R and wait behind.
Lufthansa 123, behind landing Boeing 737 lining up runway 25R and waiting behind.
3.3.2. Take off Clearance
Now that the runway is cleared we get our take-off clearance. The structure and the information given are always the same:
Lufthansa 123, wind 180 degrees 10 knots, runway 18, cleared for take off.
Lufthansa 123, runway 18, cleared for take off.
You don't have to read back the wind information as this serves only as an information to the pilot.
3.4. Departure and Climb
At some airports we have to contact departure ourselves. At other airports tower will give the instruction to call departure with the known phraseology (Lufthansa 123 contact departure on frequency …). Because we are airborne now, our current altitude is to be considered in the next initial-calls as well as the altitude that we are cleared for. In this case the altitude we're cleared for is the initial climb altitude that can be found on the charts.
Langen Radar, Lufthansa 123, altitude 2000 feet climbing altitude 4000 feet.
Lufthansa 123, Langen Radar, identified, climb flight level 80.
Lufthansa 123, climb flight level 80.
The controller will identify us on the scope before he gives more instructions. As soon as radarcontact is established, ATC will tells us that we're "Identified".
There are several possibilities, why an identification could fail. Wrong transponder code, wrong setting of transponder code or a tranponder failure in our airplane. The controller will compair our reported altitude with the altitude indication on his scope. If the altitudes match the controller can separate us from other airplanes. "Identified" doesn't need to be read back.
The controller also could give the instruction to stop our climb before reaching the cleared altitude.
Lufthansa 123, stop climb FL70.
Lufthansa 123, stop climb FL70.
Once we reach the border of a sector, (either horizontally or vertically) the controller will instruct us to contact the next station using the already known phraseology. He could also tell us to give further information to the next station, e.g. our speed.
Lufthansa 123, report speed to Langen Radar, frequency 127.500.
Lufthansa 123 will report speed to Langen Radar on frequency 127.500
As always when we establish contact with a radar controller we have to report our current altitude and, if different, the altitude we are cleared to – this is mandatory!
Langen Radar, Lufthansa 123, FL65 for FL70, speed 250 knots.
Lufthansa 123, Langen Radar, identified, climb FL230.
Lufthansa 123, climbing FL230.
3.5 Cruise
We are now cruising along on FL230. There are some situations we may face now, but all of them may appear in other flight phases as well.
3.5.1. Proceed Direct to
ATC could give us a short cut to a certain way point. It can be part of our flight plan, but does not necessarily have to.
Lufthansa 123, proceed direct Dinkelsbühel VOR.
Lufthansa 123, proceeding direct Dinkelsbühel VOR.
So now we proceed to that point from our present position. If the waypoint is part of our flight plan, we follow our routing after that point.
This is the same instruction but packed a little differently:
Lufthansa 123, after Konig NDB proceed direct Dinkelsbühel VOR.
Lufthansa 123, after Konig NDB proceeding direct Dinkelsbühel VOR.
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards.
If you don't get the name of the way point you can ask the controller to spell it (please spell the name).
Lufthansa 123, proceed direct ANEKI, Alpha, November, Echo, Kilo, India.
Proceeding direct Alpha, November, Echo, Kilo, India, Lufthansa 123.
3.5.2. Changes to Route
ATC can give us a different routing for a segment.
Lufthansa 123, proceed direct Würzburg VOR, thereafter proceed direct BURAM.
Lufthansa 123, proceeding direct Würzburg VOR thereafter direct BURAM.
3.5.3. Heading and Vectors
Sometimes it's necessary to have us turn away from the planned route by using vectors, which are simple headings we need to follow.
Lufthansa 123, turn right heading 180.
Lufthansa 123, turning right heading 180.
We can of course do the whole turn in the other direction as well.
If ATC is not sure in which direction we need to turn he can issue an instruction without a direction – we then turn in the direction where we have to turn the least.
Lufthansa 123, fly heading 180.
Lufthansa 123, fly heading 180.
3.6. Approach and Descend
3.6.1 Descend
Slowly but steady we get closer to our destination and want to start descending. In case ATC did not work ahead and issued a descend clearance early we can of course draw the controller's attention to us and just ask for descend.
Lufthansa 123, request descent or Lufthansa 123, ready for descent.
Lufthansa 123, descend FL 180.
Lufthansa 123, descending FL 180.
In order to control the descend ATC has a few tools that can be used.
3.6.2. Instructing a Rate
ATC can instruct you to descend with a certain vertical speed.
Lufthansa 123, descend FL 180 at 2000 feet per minute (or greater/less).
Lufthansa 123, descending FL 180 at 2000 feet per minute (or greater/less).
3.6.2. Descend Restrictions
If the controller wants us to be at a certain altitude at/behind/abeam/before a specified waypoint he gives an instruction like the following:
Lufthansa 123, descend FL 180 to be levelled at BURAM.
Lufthansa 123, descending FL 180 to be levelled at BURAM.
This means that we have to descend in a manner to reach BURAM at FL 180, we could also reach it earlier if we wanted. The net phrase is a little more restricting as we now have to reach FL 180 exactly at BURAM, not earlier, not later – exactly.
Lufthansa 123, descend to reach FL 180 at BURAM.
Lufthansa 123, descending to reach FL 180 at BURAM.
The defined restriction does not have to be bound to a waypoint.
Lufthansa 123, descend to reach FL 180 20 miles before BURAM.
Lufthansa 123, descend to reach FL 180 20 miles before BURAM.
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point. In order to follow that instruction we first need to know where that waypoint is. That usually happens when ATC issues vectors. This is used if the controller needs us on a specific altitude at a certain point and we are not following a routing or flying directly to a later waypoint.
Lufthansa 123, descend to reach FL 180 abeam RENLO.
Lufthansa 123, descend FL 180 to reach level abeam RENLO.
As you see it's an advantage to have all charts – en-route charts too! – at hand and ready. If you do not have en-route charts most FMCs available for FS offer the option to enter a waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM POINT (e.g. PMDG 737 NG).
Another option is to delay the beginning of descend until ATC can either tell us a certain point where we have to start our descend or give us an early descend with the option to start it whenever we want – as long as we meet the restrictions ATC gives us. So we can maintain our cruising altitude as long as we want. If you prefer to stay high longer and then just drop out of the sky, that's fine, if you want to do a steady slow descend, you can do that as well.
Lufthansa 123, when passing Dinkelsbühel, descend FL 180.
Lufthansa 123, when ready descend to reach FL 180 at BURAM.
You can find more important information on the topic descend (planning, tactics, execution) in the chapter OPERATION of Flight Training.
3.6.3. Holdings
We essentially come across two main types of holdings, Published and unpublished or unknown holdings.
You won't be very surprised when I tell you that there are standardized phrases for the entry and exit of holding patterns. More information on holding patterns can be found in the chapter BASICS of Flight Training
Lufthansa 123, hold at ROKIL (as published).
Lufthansa 123, holding at ROKIL (as published).
Holding patterns are not unforeseeable, so ATC often prepares pilots that there will be a holding pattern. Often this includes the clearance to reduce your speed – perhaps you can avoid the holding this way.
Lufthansa 123, expect holding at ROKIL, reduce speed at own discretion.
Lufthansa 123, expecting hold over ROKIL, reducing to minimum clean speed.
As always – if ATC does not give us the approval to reduce speed we can just ask him. But don't do it on your own! Another aircraft may be on the same level behind us!
Lufthansa 123, may we reduce to minimum clean speed?
Lufthansa 123, reduce speed at own discretion.
Lufthansa 123, reducing minimum clean.
If a pilot does not know the holding he was instructed to join he has to ask for instructions. ATC will then provide the necessary information to the pilot. The holding instruction will look like this:
Fix | inbound course | turn direction | leg time/distance
Lufthansa 123 request holding instructions.
Lufthansa 123, hold over ROKIL, inbound track 128, right turns, leg time 1 minute.
3.7. Types of Approaches
Next we will establish contact with approach control. This is a local control station - as we learned earlier we have to include the ATIS designator during the initial call. A good time to listen to the ATIS is around your top of descend.
München Arrival, Lufthansa 123, FL 185 for FL 180, information Bravo.
Lufthansa 123, München Arrival, identified, Bravo is correct.
This is what a clearance onto a STAR looks like:
Lufthansa 123, cleared BURAM 1M arrival.
Lufthansa 123, cleared BURAM 1M arrival.
3.7.2. Transition (without Profile)
Lufthansa 123, cleared ROKIL 26 transition.
Lufthansa 123, cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition; ATC coordinates and instructs all changes in altitude. But: We have to follow the speed restrictions indicated on the charts anyway as long as the controller does not lift them.
Lufthansa 123, cleared ROKIL 26 transition, no speed restriction.
Lufthansa 123, cleared ROKIL 26 transition, no speed restrictio
3.7.3. Transition (with Profile)
Lufthansa 123, cleared ROKIL 26 transition and profile.
Lufthansa 123, cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition. We can now descend to the altitudes indicated in the charts on own discretion, there will be no further instructions on altitude changes. Of course we have to follow the speed restrictions as well.
3.7.4. Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint or Cleared via waypoints. If you hear something like this, you fly directly to the instructed point and, from this point on, follow the lateral part of the transition. If the controller gives you two or more waypoints you follow them in the correct order and then join the rest of the transition. You – again – have to adhere to the speed restrictions (what a surprise!). As always there are exceptions from the rules which you can find in the latest charts and in the AIP.
We will now fly to the RNAV waypoint associated with Munich Airport. The designation follows a simple concept as is the same for many airports: "D" for Germany, then one letter to identify the airport the point is associated with, in this case an "M". In Zurich they are named "ZH", followed by three figures. Usually the controller does not include the leading letters in a clearance but only uses the figures and assumes the pilot knows which airport they are approaching, so the pilot can do the maths himself and figure out which letters he must include.
Lufthansa 123, cleared direct waypoint 425.
Lufthansa 123, cleared direct waypoint 425.
Lufthansa 123, cleared via waypoints 425 and 429.
Lufthansa 123, cleared via waypoints 425 and 429.
ATTENTION: Some transitions do not include the clearance to turn onto final approach. If you reach the last point of the downwind you have to hold the last flown track. As always you will find the detailed information and exceptions on the appropriate charts.
3.7.5. Approach Types
The approach itself will be commenced by an ILS, a non precision approach or a visual approach. The clearances used for ILS and non precision approaches are more or less the same, a visual approach has a slightly different systematic
3.7.6. ILS Approach
Lufthansa 123, cleared ILS approach runway 26R.
Lufthansa 123, cleared ILS approach runway 26
This is the most common form. It includes:
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to intercept the localizer only. In this case you may not intercept the glide slope without further clearance or leave your current altitude. Another way of preventing an altitude change is to tell the pilot to maintain a specific altitude until a certain point. ATC may also give a new speed restriction.
Lufthansa 123, cleared Localizer runway 26R.
Lufthansa 123, cleared Localizer 26R.
Lufthansa 123, cleared ILS runway 26R, maintain 6000ft until glide slope intercept.
Lufthansa 123, cleared Localizer 26R, maintain 6000ft until glide slope intercept.
3.7.7. NDB-DME Approach
Lufthansa 123, cleared NDB-DME Approach runway 26R.
Lufthansa 123, cleared NDB-DME approach runway 26R.
3.7.8. VOR-DME Approach
Lufthansa 123, cleared VOR-DME Approach runway 26R.
Lufthansa 123, cleared VOR-DME Approach runway 26R.
3.7.9. Localizer DME Approach
Lufthansa 123, cleared Localizer-DME Approach runway 26R.
Lufthansa 123, cleared Localizer-DME Approach runway 26R.
3.7.10. Visual Approach
Before you receive a clearance for a visual approach, during which the pilot has to have the airport in sight at all times, ATC needs to verify that the pilot has the airport in sight. After that he will issue the clearance for the visual approach. From this point on the pilot is responsible for his heading, altitude and speed.
Lufthansa 123, field is at your 3 o'clock position, range 5 miles, report in sight.
Lufthansa 123, field in sight.
Lufthansa 123, cleared visual approach runway 26R.
Lufthansa 123, cleared visual approach runway 26R.
3.7.11. Report Established
Basically you should not report when you are established on final approach, but ATC can ask you to report it. He can make a difference between Localizer, ILS, final track (during a non precision approach) or final approach (visual approaches).
Lufthansa 123, report established on ILS 26R.
Lufthansa 123, wilco.
Lufthansa 123, established ILS 26R.
Lufthansa 123, report established on localizer runway 26R.
Lufthansa 123, wilco.
Lufthansa 123, established localizer runway 26R.
At that point I want to remind you that there is no such a thing as fully established. It is a bad habit that also caught up in the real world to change established ILS runway xx to fully established. But: This word does not exist and it can not exist if you really think about it logically! You are either established ILS runway xx (on localizer and glide slope) or you are established localizer runway xx (localizer only, glide slope has not been reached yet).
You will find further information on that topic in chapter Flight training.
Final track
Lufthansa 123, report established on NDB-DME approach runway 26R.
Lufthansa 123, wilco.
Lufthansa 123, established on final track NDB-DME approach runway 26R.
Final approach
Lufthansa 123, report established on final approach runway 26R.
Lufthansa 123, wilco.
Lufthansa 123, established on final approach runway 26R.
3.7.12. Visual Separation
ATC is responsible for the correct separation in all flight phases. To be able to go below the specified minima there is for example the option of visual separation. First ATC checks whether the succeeding pilot has the preceding aircraft in sight and whether he is able to separate himself. If this is the case ATC gives the responsibility for separation the succeeding pilot.
Lufthansa 123, traffic is an Airbus A320 on 10 miles final 26R, report in sight.
Lufthansa 123, traffic in sight.
Lufthansa 123, are you able to maintain visual separation from mentioned traffic?
Lufthansa 123, affirmative.
Lufthansa 123, maintain visual separation from Airbus A320 on 8 miles final, contact Tower on 118.700.
Lufthansa 123, maintain visual separation from A320, contact Tower on 118.700.
3.8. Landing Clearance
By now we are established on our final approach, time to get in touch with the aerodrome controller in the tower. During initial contact we report what type of approach we are conducting and which runway we are approaching. Any differences from this procedure can be found in the airport information. If traffic permits we will get our landing clearance right away, and if not, ATC will say a short hello and give us an information on how many aircraft will be using the runway before us.
München Tower, Lufthansa 123, ILS approach runway 26R.
Lufthansa 123, München Tower, continue approach, number 3.
Lufthansa 123, number 3.
München Tower, Lufthansa 123, ILS approach runway 26R.
Lufthansa 123, München Tower, wind 270 degrees, 12 knots, runway 26R, cleared to land
Lufthansa 123, runway 26R, cleared to land.
3.8.1 Go Around
There are several possibilities why an approach should or must be aborted, be it the weather or a utility lying around on the runway. The pilot can decide to go around or ATC can instruct him to do so.
Lufthansa 123, going around.
Lufthansa 123, follow missed approach as published, contact Arrival on frequency 128.020.
Lufthansa 123, Missed Approach as published, contact Arrival on 128.020
Lufthansa 123, go around, I say again, go around. Maintain runway heading, climb altitude 5000 feet.
Lufthansa 123, going around, Maintain runway heading, climb altitude 5000 feet.
3.9. Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same tools we covered in chapter 220.127.116.11.
Lufthansa 123, taxi to gate 250 via W2.
Taxi to gate 250 via W2, Lufthansa 123.
Important: After the taxi instruction leading us to a parking position we have to keep watching the frequency until we finally reached our parking position – but there are no further calls like On Blocks, request engine shut down! The flight is over at this point, we made it!
4 Specials
There are some situations that are not used every day, but it is very useful to have heard of them.
4.1. Visual Climb/Descend
This method is sometimes used to provide a smooth climb and descend. Similar to the visual separation we covered earlier the pilot is instructed to maintain his own separation from the preceding traffic in order to go below the minimum separation. It is very important that the planes are in VMC and visual contact is held throughout the whole manoeuvre!
Lufthansa 123, confirm VMC.
Lufthansa 123, in VMC.
Lufthansa 123, traffic is a Boeing 737, 12 o'clock position, range 5 miles, 2000 feet high, report in sight.
Lufthansa 123, traffic in sight.
Lufthansa 123, are you able to maintain visual separation to the traffic for the next 5 minutes?
Lufthansa 123, affirmative.
ATC to the other aircraft)
Air Berlin 456, traffic is an Airbus A320 at your 6 o'clock position, range 5 miles, 2000 feet below, I will climb him through your level.
Other aircraft
Roger, Air Berlin 456.
Lufthansa 123, climb FL150, maintain visual separation from mentioned traffic for the next 5 minutes.
Lufthansa 123, climbing FL150, maintaining visual separation from Boeing 737 for the next 5 minutes.
4.2. Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible make your distress call on the radio.
Mayday, Mayday, Mayday, Lufthansa 123, declaring emergency.
There is no standard phraseology after that – ATC and pilot communicate in the way the situation requires. The most important thing is that the pilot tells the controller what his problem is and what his intentions are. Only then ATC can provide the best service possible.
4.3. Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (e.g. a single engine failure in a B52) you should use the phrase Panpan:
Pan-Pan, Pan-Pan, Pan-Pan, Lufthansa 123, technical problem.


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text:
Mutt's Canine Cantina's Warm Cider Will Be Man's Best Friend
Dogs? Check. Booze? Check. Butts to sniff? Double check. Mutt's has all the things for a nice afternoon outing.
Courtesy of Mutt's Canine Cantina
Dogs have fur coats. People do not. On the rare day that it's actually chilly in Dallas, who really wants to stay inside? Not your dog, that's for sure. So the next time you and your fur-clad friend need an outing, grab a coat and head to Mutt's Canine Cantina. The pups get to enjoy other pups, and you can enjoy their cold weather cider, Man's Best Friend, without the dogs bothering you. They'll be off sniffing butts.
If you want to tackle this winter cocktail at home, here's how:
Man's Best Friend
1 tablespoon ahole allspice
1 tablespoon whole black peppercorns
1 tablespoon chole cloves
6 oz Real McCoy 12-year rum
2 oz Ysabel Regina brandy
1 tablespoon vanilla
2 tablespoon Tempus Fugit vanilla
4 cups pineapple juice
2 Cinnamon sticks
Combine all ingredients in a large saucepan and simmer, then pour into a glass or mug.
Mutt's Canine Cantina, 2889 Cityplace West Blvd.
Related Location
2889 Cityplace West Blvd.
Dallas, TX 75204
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text:
Accounts Assistant
- Recruiter
- Office Angels
- Location
- Croydon
- Salary
- 18000.0000
- Posted
- 06 May 2017
- Closes
- 05 Jun 2017
- Sector
- Accountancy
- Contract Type
- Permanent
- Hours
- Full Time
Accounts Assistant - Purley £18,000 - £22,000
22 Days Annual + Bank Holidays, Local Transport Links and or Free Parking, Staff Away Days and Incentives
Do you have a keen attention to detail?
Do you have a professional outlook and manner?
Are you looking to work within a fast paced corporate environment?
If yes, I have an exciting opportunity for you!
I am thrilled to be working alongside a well established financial firm based in Purley in recruiting an Accounts Assistant.
You will be based within a large, fast paced accounts team. They provide huge amounts of support and training to their staff to enable progression and upward mobility within the company.
Necessary attributes to make you successful within this role include:
- Being apple to work well under pressure and prioritise your work load
- A keen attention to detail and high level of efficiency is a must
- You will have a corporate mentality and an eagerness to move forward within the role
Day to day duties will include:
- Accounts Payable duties including setting up of supplier ledger accounts, raising purchase orders and reconciling supplier statements
- Accounts Receivable duties including producing customer invoices and credits
- Credit Control duties including liaising with customers regarding aged debts
- General financial experience within a busy office environment
I return you will gain valuable experience and training covering all aspects of finance, support in training and a clear pathway for progression within the company.
We are looking to recruit immediately so please apply today.
Office Angels is acting as an Employment Agency in relation to this vacancy. The Adecco Group UK & Ireland is an Equal Opportunities Employer.