IsaanT

Airline crew still check the weight of passengers and cargo - it's called the weight and balance check. Passenger weights are assumed, of course - nobody gets on the scales. Aircraft passenger and cargo weight - and particularly its distribution in the aircraft - remains critical to this day. You won't find all the passengers on a half-full flight up one end of the cabin with the other end roped off, for example. Here are a few notable airliner accidents where overloading or weight and balance issues were major contributing factors: 1. Air Midwest Flight 5481 (2003) – USA Aircraft: Beechcraft 1900D Cause: The aircraft was overloaded, and incorrect weight calculations led to an excessively aft center of gravity. This caused an uncontrollable nose-up pitch immediately after takeoff, leading to a stall and crash. Fatalities: All 21 on board. 2. Aeroflot Flight 8641 (1982) – USSR Aircraft: Yakovlev Yak-42 Cause: Improper weight distribution led to stabilizer overloading and loss of pitch control. The aircraft entered an uncontrollable dive. Fatalities: All 132 on board. 3. Emery Worldwide Flight 17 (2000) – USA Aircraft: Douglas DC-8 Cause: Improperly secured cargo shifted during takeoff, moving the center of gravity too far aft. This caused an uncontrollable nose-up pitch and stall. Fatalities: All 3 crew members. 4. Nigeria Airways Flight 2120 (1991) – Saudi Arabia Aircraft: Douglas DC-8 Cause: The aircraft was overloaded and had tire failures due to excessive weight. The overheated tires led to an in-flight fire, causing structural failure. Fatalities: All 261 on board. 5. Trigana Air Flight 267 (2015) – Indonesia Aircraft: ATR 42-300 Cause: The aircraft was overloaded, affecting performance and climb capability in the mountainous terrain. It crashed into a mountain while attempting to land. Fatalities: All 54 on board.

I guess it depends on your definition of emergency. To me - a single-engine aircraft pilot - an emergency is no power. This recent incident had the huge benefit of one remaining engine. Given that jet engines are usually extremely reliable, it is safe to assume that controlled flight could have been continued for several hours until the fuel ran out. Firstly, a plane still has adequate directional control and can maintain flight with one engine (or a minimum of two for a four-engined airliner (B747, A340). Even if both [all] engines fail, aircraft don't fall out of the sky - they can glide. They still have adequate directional control but now only in three directions - left, right and down. The 'up' option is removed. Having said that, if we use the A320 as an example again, the glide ratio with no engines is a very healthy 17:1 at the best glide speed of 230-250 knots. This means that for every 17 feet horizontally it goes down 1 foot. In 2001, an Airbus A330 (which has similar glide characteristics to the A320) glided 75 miles from 33,000 feet after running out of fuel, successfully landing in the Azores. So, unless you are mid-Atlantic, there are options. For context, let's contrast engine-out performance (and actions) with a helicopter. As you can imagine, the main rotor blades on a helicopter beat the air down, keeping the helicopter in the air. The angle that the rotor blades present to the air is controlled by the collective, a handle looking like a car handbrake down to the pilot's left (helicopter pilots traditionally sit on the right of their cockpit; aircraft pilots on the left). To take off, the power is increased and the collective is lifted (sometimes, the throttle is automatically linked but let's not get distracted). To lower the helicopter, or land, the collective is lowered. Having explained the collective, you will now appreciate that if the engine loses power, the rotors only have their own inertia and will slow down rapidly. This is not a good thing. The rotors rely on the engine, of course, but also centrifugal force. If the rotors slow down, centrifugal force diminishes, and the blades start to flap upwards (it's called coning). It's probably all over once this happens. There is a small moment of opportunity to save the day. If the pilot detects that the engine power has gone, he has a brief moment to push the collective down fast. This reverses the angle of the rotors. This means the helicopter will go down but the air now rises through the rotor disc and it operates like a sycamore seed. It can do this indefinitely all the way to the ground and, as a wonderful bonus, the pilot can control it left and right as it is doing so. At around 25-35 feet, the pilot hauls the collective up and converts the rotational inertia in the rotor disc to lift, slowing the descent and hopefully allowing for a controlled landing. You will imagine correctly that the pilot only gets one attempt at this. The state of controlled descent without power in a helicopter is known as autorotation. There will be many videos on YouTube if you wish to see it demonstrated. I mentioned that the pilot has a brief opportunity to do the above if the engine fails. Generally, the moment is briefer if the rotors have less inherent inertia (few blades, less mass). The world's most popular helicopter, the two-seat Robinson R22 has two blades and low inertia. The pilot has about 1.5 seconds to get the collective down. Responsible R22 pilots do first and think later. A Bell Jetranger pilot has a comparatively relaxed four seconds to complete the same action. Lastly, like an aircraft taking off, there is a period of inherent danger in the take-off for a helicopter if the power fails at a critical moment. Generally, you should imagine that a helicopter needs to have some forward motion to be able to convert to autorotation. This is why most helicopter take-offs commence by lifting off the ground by 10-20 feet then lower the nose and accelerate across the ground until they have sufficient speed to climb safely. What actually happens is that they reach a speed in this horizontal acceleration called the transition speed, and this is when the rotors get more lift and could autorotate, if required. Next time you are in a helicopter in this scenario, you will feel a small shudder as the helicopter goes through the transition speed. This is a good thing. Finally, you will appreciate that if a helicopter takes off and climbs vertically, it has no autorotation options until it has reached a relatively high height above the ground. For the R22, a safe height when hovering out of ground effect is around 150 feet. Engine failure in a vertical take-off between 0-150 feet doesn't usually end well. Stay safe!

The original poster mentioned Linux. This laptop is running Ubuntu, a popular flavour of Linux. I'm running multiple tabs on Chrome, just like I do on my Windows PC. Linux is open-source, so it's free to use and there are no licences. It also boots up and runs faster than Windows 1x because it's not bloatware. Before you all rush to convert your computers (did I mention I'm an optimist?), be aware that occasionally it needs some technical awareness, e.g. to complete a Chrome update. It's not difficult, and it's worth it, but I want to be transparent. Overall, I recommend it, but conditionally.

My demise. End of.

I've got better things to do than be ambushed into reading a post by Bob in his new incarnation. Like 'Bob', 'Elvis is now 'ignored'. Until the next reincarnation... P.S. Bob/Elvis - you are one-dimensional and very easy to spot.

For similar reasons, I was surprised to hear that Recaro, the seat manufacturer, was in trouble recently.

Engines don't usually shut down in a dignified manner. A major cause of engine failure is ingestion of a bird. This can cause banging, mis-fires, vibration and subsequent loss of all that noise that the engine was making only moments before. The piilot will also have to yaw the airplane with the rudder (turn away from the dead engine side) to stop the good engine spiralling the plane into the ground, so the airplane will be crabbing along slightly sideways. Passengers tend to notice these things.

This is a valid and correct point. As a pilot, I was interested in putting it into context. As you probably know, pilots like to talk in V-speeds. In this scenario we will use V1, Vr and V2. V1 is the take-off commit speed (typically because there isn't enough runway remaining to stop, that sort of thing...) Vr is the speed that rotation commences (rotation is when the nosewheel lifts off the runway but the main wheels are still in contact with the runway) V2 is the safe minimum take-off speed. A multi-engine airliner can continue the take-off and climb if an engine fails at or above this speed. I'll use an Airbus A320 for this example, s a typical popular airliner: - V1 is between 130-150 knots (dependent on aircraft weight, weather and runway conditions) - Vr is between 135 and 155 knots (dependencies as above) - V2 is between 140 and 160 knots. Unsurprisingly, each of these events occur in sequence - V1, Vr then V2. The bottom line is that there is typically 10 knots difference between V1 (there's no turning back) and V2 (we're OK to continue). In an A320, this typically takes one second. So, next time you're hurtling down the runway and the nose starts to rise, you might hold your breath. When you feel the rumbling of the main wheels on the runway stop because you have become airborne, you can breath again (you might loudly proclaim "Thank God!" but this might confuse your fellow passengers). I hope this helps. 🙂

I couldn't have put it better myself. 🙂 p.s. My dobsonian is homebuilt, but not by me. The mirrors were bought commercially though.

@GammaGlobulin, as you are interested in astronomy, I have three telescopes here in the northeast. I have a 6" reflector on an equatorial mount, a 14" dobsonian and a carbon fibre refractor for astrophotography with its own custom-tuned guided mount (I haven't unpacked that kit since I arrived yet). Being technically-minded, I enjoy the collimation process to ensure I'm really getting the best out of the telescope - it only takes a couple of minutes using a laser collimator. I'm relatively inexperienced but I suspect there's a few people out there that don't regularly keep the optics aligned by collimating and are suffering accordingly. I have seen the Milky Way overhead here in my village some nights. The Gobi desert is undoubtedly spectacular but I can see enough here to keep me happy for a very long time, and I do it outside my own house which is convenient. If the reflector doesn't do it, the 14" dobsonian pulls in massive detail and you can see thousands of stars in what looks like black spaces between the visible stars to the eye. I still haven't quite got my head around the fact that space is infinite. It's always impressive to see Saturn's rings, probably because they're not visible to the naked eye, or even using 10x50 binoculars. Jupiter's moons are also another favourite - they're very bright and distinctive. My favourite 'go to' is the moon. Being so close - and bright - it is very sharp and I get a lot of satisfaction peering at, and into, the craters. I expect some would suggest that there are squillions of images of the moon on the 'net so why bother. I'd suggest that there are squillions of pictures of naked women on the 'net so why do we go to the bother of pursuing the real thing? 😉 It's always better in the flesh, so to speak... We do get regular aircraft traffic here - there's the morning flight into Roi Et from Bangkok in the morning, and the return flight at the end of the afternoon! Some airliners pass by at altitude from China into Bangkok but not enough to bother me. Nothings perfect in life but it's much darker here than the UK where I come from (and I was well away from big towns and cities there) so I appreciate this and am grateful for the improvement. Like the UK, astronomy is only really done during the colder months. I recall some great clear skies in the UK in the winter but these sessions were always time-limited because of the risk of hypothermia or frostbite! Fortuitously, that's not an issue in the Isaan. I did just check the conditions in the Gobi at this time of year - it's -20C to -40C (-4 to -40F) at night - wonderful for star-gazing but colder than the food in my freezer. I hope you've factored this in. If you do get to the Gobi desert, I hope you find what you are seeking. You've clearly got your evenings sorted but you haven't mentioned what you might do during the day. Anyway, best wishes from a kindred (astronomical) spirit.

Yes, you can do a clean Windows OS install on a PC without the original disks by following these steps: Option 1: Use Microsoft's Media Creation Tool (Recommended) If your PC has a valid Windows license, you can download the OS for free. Steps: Get a USB Flash Drive (at least 8GB). Download the Windows Media Creation Tool Go to Microsoft's official website: Download Windows Choose the correct Windows version (Windows 10/11). Create a Bootable USB Drive Run the tool and select "Create installation media (USB flash drive, DVD, or ISO file)". Follow the prompts to create the bootable USB. Boot from the USB Drive Plug the USB into your PC and restart it. Enter BIOS/UEFI (press F2, F12, DEL, or ESC, depending on the manufacturer). Set the USB drive as the first boot device. Install Windows Follow the on-screen instructions to do a clean install. Option 2: Use Windows Reset (If Windows is Still Installed) If Windows is still installed and functioning, you can reset it to a fresh install. Steps: Go to Settings > Update & Security > Recovery. Click "Reset this PC". Choose "Remove everything" for a full clean install. Option 3: Use a Third-Party ISO (If Needed) If you need an older Windows version (XP, 7, 8), you can: Search for official ISOs from Microsoft or tech forums. Create a bootable USB using Rufus. Things to Consider You don’t need the original disks—just a valid Windows license key. If your PC came with Windows 10/11 preinstalled, the key is stored in the BIOS. Drivers may need to be reinstalled manually after a clean install.

I'd like to expound on my experience of Living in Thailand. I live 25km south of Roi Et, in a rural area. I'd like to address some of the concerns expressed by the OP's wife. I hear that drugs is an increasing problem in Thailand (as it is internationally), and I have no doubt that it is present in the NE as much as any other region of the country. However, I've seen no evidence. My partner is close friends with the village head man's wife, and my partner's brother-in-law is a deputy head man and is lined up to be the next head man so my partner has good awareness of what is really happening, and none of it appears to concern her. It feels like England apparently used to be in the 50's and 60's. Corruption does exist but I'll give the only example I've seen in the two years that I've been here. When making a purchase of land, we went to the Land Registry office and found it was very busy. The seller's beneficiary had travelled up from Bangkok for the day to collect the money and was very keen to get back, for family reasons. As there appeared to be a chance we might not complete that day, my partner spoke to one of the officials to ask if there was a way to expedite our situation. A few hundred baht changed hands and we were finished 30 minutes later. It's not exactly going to make the news headlines, is it? I could understand that crime might be higher in big cities but here it's apparently non-existent. Don't shoot the messenger but, like Britain now, the big cities are multi-racial - here in the sticks, they're not (no Chinese, Germans, Russians, or any other foreigners in our village as far as I can tell, other than me). Understandably, I had a novelty factor when I first arrived but they've calmed down now. 😉 I smile at the locals when I'm out and about and they invariably smile back. Many have been very friendly and helpful to my Thai partner and me, and I try to help them at any opportunity (harvest time presents endless physical opportunities). Now my experiences. I concur with what an earlier poster said about leaving keys in vehicles when shopping, leaving some shopping dangling on the cargo hooks or the handlebars of our scooter, and not bothering to lock our gate or front door. I rarely bother locking the car on the drive, because sometimes I like to get something out and it saves the bother of fetching the keys. Everyone here owns a machete, me included (two, in fact). This shouldn't cause alarm - we use them to trim trees and other large plants, and for other practical purposes like cutting baling twine, etc.. I am not aware of anyone here who owns a gun. My peace of mind is probably aided by the fact that I am calm, level-headed and don't drink to excess - if I wasn't able to say this, any one of these things could potentially cause issues in the Thai culture (or perhaps anywhere else in the world for that matter). I respect my host country, even if there might be the odd thing that I find objectionable, e.g. cockfighting. I recently had a wonderful experience with one of the locals. I am interested in the Thai kites that fly overnight and make a distinct relaxing humming noise (it's an old tradition here in rural areas, particularly here in the NE). I saw one of these kites flying during the day (they usually get launched at dusk and taken down shortly after dawn) so I jumped on the scooter and found the farm where it was flying from and introduced myself and complimented the farmer on his kite. Soon, I asked if he could show me how to make one. He said he was happy to help and immediately handed me a machete and some bamboo and led me to his work area to start whittling the bamboo down to the slender tapered sticks required (and all without any plans or blueprints!). I don't speak much Thai and he didn't speak English but Google Translate and sign language and gestures sufficed. We spent three hours that Saturday afternoon and he asked me to return the next morning to finish it. I arrived at 9am as agreed and was offered breakfast when I arrived. I'd already eaten but it's just typical of the generousity of my community. Another three hours work later and we were test-flying my new kite. On completion I thanked him and said I'd like to reward him for his time. He replied that he was happy to make the kite as a gift to me. I remind you that we'd never met prior to me turning up on his farm uninvited the previous day. Naturally, I told him that in my culture I would feel guilty accepting such generosity so we agreed that I'd buy some of his favourite beer. I value these experiences. We travel a lot. I observe that traffic issues are directly related to traffic density. When I'm in Bangkok or any big coastal towns, I expect worse standards so drive accordingly and shrug it off. Where I live, it just isn't an issue. The rural life isn't for everyone. Not everyone wants to own several rai and have idyllic peace (yet be 400m from the village with 7-Eleven, Lotus, two markets, etc.). However, the dark skies are truly dark at night and my telescopes are a great way to relax in the evenings at this time of year. The north of Thailand has great scenery but is unfortunately saddled with poor air quality in the post-harvest period - we only have a few days a year (maybe 4-6) here in the NE when it's smoky (never smog) so it's just not a concern and we just keep doors and windows closed those days. I respect that we're all different, and I'm sure, like all communities, there are good places to live in all the cities. I wonder how the OP's wife formed her opinion, or what might possibly be driving her concern. As has been shown be all the respondents before me, it appears to be an exceptional view. Like any big commitment, I also endorse the 'try before you buy' approach before you make any big decision as prudence pays.

1. Startup Issue: Screen Remains Black Possible Causes: Hardware: The laptop might have a failing hard drive, a defective display, or an issue with the motherboard or GPU. Power Management: Incorrect sleep or hibernate settings can cause the display to fail during startup. Software: Corrupted system files or a buggy update. Troubleshooting Steps: Hard Reset: Turn off the laptop, unplug it, and hold the power button for 30 seconds to drain any residual power. Check External Display: Connect an external monitor to see if the display is working. If it works, the issue is with the laptop’s screen. Boot into Safe Mode: If the startup fails, repeatedly press F8 (or Shift + F8 on some laptops) during boot to access Safe Mode. This can help diagnose if software is the culprit. Run a Startup Repair: Boot into Windows Recovery by holding Shift while clicking "Restart." Navigate to Advanced Options > Startup Repair and let Windows attempt repairs. Update Drivers: Update the GPU and chipset drivers via the manufacturer’s website. Test the Hard Drive: Use a tool like CrystalDiskInfo or built-in diagnostics to check for failing sectors. 2. Browser "Back Arrow" Issue Possible Causes: Browser Cache or Cookies: Corrupted data may cause unusual behavior. Browser Extensions: A problematic extension might be interfering with navigation. Input Device Issue: If the mouse or trackpad double-clicks unintentionally, it could jump back multiple pages. Troubleshooting Steps: Clear Browser Cache: Open the browser settings. Clear browsing data, ensuring "Cookies and other site data" and "Cached images and files" are selected. Disable Extensions: Temporarily disable all extensions to see if the problem resolves. Test Another Browser: Try using a different browser to determine if the issue is browser-specific. Check Input Devices: Test the mouse or trackpad to ensure it isn’t causing accidental double clicks. On Windows, you can adjust double-click speed in Control Panel > Mouse Settings. Reset the Browser: In browser settings, reset to default configurations. Update the Browser: Ensure the browser is up-to-date, as bugs are often fixed in newer versions. 3. General Suggestions Check for Updates: Ensure the operating system and all drivers are up-to-date. Run Diagnostics: On Windows laptops, you can use tools like Windows Memory Diagnostic or the manufacturer's built-in diagnostics (accessible via the BIOS/UEFI). Consider Malware: Run a full scan using a trusted antivirus or anti-malware tool (e.g., Malwarebytes). Backup Important Files: If the hardware is failing, ensure critical data is backed up to an external drive or cloud storage. Reinstall the Operating System: If the issues persist and hardware checks out, consider a clean OS reinstall. If these steps don’t resolve the problems, the laptop may need professional servicing. It could be suffering from deeper hardware issues like a failing hard drive, RAM, or a motherboard fault.

The young of the Coppersmith Barbet make sounds similar to the adults, though there are some differences. Their vocalizations are generally quieter and less rhythmic than the distinctive, steady, repetitive "tonk-tonk-tonk" call of the adults, which resembles a reversing alarm. While juveniles may imitate the rhythmic pattern of the adult call, it may lack the steady, consistent tempo that characterizes the adult’s territorial or courtship call. Juvenile calls are often more varied and are used to beg for food or communicate with parents rather than to mark territory or attract a mate. As juveniles mature, their calls gradually become more like the characteristic adult sound. If you’re near a nest or fledglings, you may notice quieter chirping or begging calls that are distinct from the adult's loud, repetitive song. Coppersmith Barbets are resident birds in Thailand and are present year-round. They do not migrate, as they are well-adapted to the tropical climate and have a consistent food supply in the form of fruits and figs, which are abundant throughout the year. Their distinctive call is most frequent and persistent during the breeding season, which typically occurs in spring and early summer. During this time, the call serves to establish territory and attract a mate. While the Coppersmith Barbet continues to call throughout the year, the frequency and intensity often reduce when they are not actively breeding. Their calls may serve as a contact call or to maintain their presence in their territory. They are commonly found in urban areas, parks, gardens, and orchards, making them a familiar sight and sound in many parts of Thailand.

A little late but I can confirm that the description sounds like the Coppersmith Barbet. I listen to them in my garden. Did @GammaGlobulin ever confirm that this identification answered his query...?

Why do some posters conflate Immigration with the Thai Revenue Department? Taxes (if any are due) are collected by the Revenue Department - it's got nothing to do with Immigration. The two functions are entirely separate, functionally and administratively.

I shipped personal items here from the UK in 2023. I recall the 'only one example of each thing' rule. I had a retirement visa. The shipper sent packers to my home to pack everything for me. I'd boxed up most things but they essentially re-packed everything and they did a great job of it. It was all part of the service. Unlike the OP, I didn't need a whole container - my goods were in a shared container so I had to wait a few weeks for the container to fill up before it was shipped. I had no issues and no breakages but I would bring less if I was doing it again because it is so comparatively cheap to replace things with new purchases here. My shipping company was Anglo Pacific (anglopacific.co.uk). Based on my experience, I recommend them.

FWIW, I'm filing because then it's all above board and proper. I have no wish to cause any problems in my host country. I've calculated I might owe £71 in tax - it's a small price to pay.

Coincidentally, I obtained my TIN this morning here in Roi Et. I went to the local Revenue Office with my passport and my Thai partner and came out shortly after with a TIN. They were very helpful and there were no charges.

@BarBoy, FYI I can advise you that you now appear on another one.

Firstly, I should state that I haven't read the whole thread, for probably obvious reasons. I'm eternally baffled why such topics generate so many responses. Although I might be accused of hypocrisy, surely it's not a great idea to 'take the bait' or give it the oxygen of publicity by responding? I intend no disrespect to Bob/Colin but when I see that he is a the starter of a topic, it is completely predictable where it is going to go. Perhaps someone can explain the allure of engaging in such topics...

It's not a problem now on Saturday evening, according to my Windy app... I expect the strong winds we've had in the past couple of days cleared it away.

Firstly, an apology. I haven't read most of this thread because only facts count, not opinions (sometimes, as we know, the two can get confused). Tax is an important matter for me and I don't wish to create any issues with my host country. However, I asked ChatGPT for advice and I believe it to be pragmatic and sensible. It said: Tax Filing Requirements for Expats Tax Resident Status: If you stay in Thailand for more than 180 days in a calendar year, you are considered a Thai tax resident and are required to file a tax return if you have assessable income. If you have no assessable income in Thailand, you may not need to file, but consulting the local Revenue Office for confirmation is advisable. Obtaining a Thai TIN (Tax Identification Number): It is true that you need a Thai TIN to file a tax return. While anecdotal reports suggest difficulties in obtaining TINs for retired expats, this may vary by province or district. Retirees with no assessable income may not automatically qualify for a TIN, as Thai tax authorities often prioritize individuals with income-generating activities. To apply for a TIN, you typically need your passport, visa, and possibly proof of address in Thailand. Retirees should explain their intention to file a tax return due to residency requirements. Filing Your Tax Return If you do not have assessable income, you might not need to file a return, but doing so can sometimes demonstrate compliance and avoid potential misunderstandings with immigration or tax authorities. The anecdote about compiling information on a spreadsheet and having the local tax office transcribe it into their system is accurate in some areas. Thai tax offices are often accommodating, particularly if you don’t speak Thai fluently or are unfamiliar with the forms. It's advisable to visit your local Revenue Office early (well before March 31) with all relevant documents to clarify your obligations and, if required, to file your return. What Retired Expats Should Do Confirm Your Tax Liability: If your only funds are non-assessable (e.g., savings accumulated prior to 2023), clarify with the Revenue Office whether you need to file. If you receive income (e.g., pensions or investment returns), check whether it qualifies as assessable income in Thailand. Attempt to Obtain a TIN: Visit your local Revenue Office with supporting documents (passport, proof of residence, etc.) to request a TIN. Explain your intent to comply with Thai tax law as a tax resident. Engage a Local Accountant: If language or process barriers arise, consider hiring a Thai accountant experienced in expat tax issues. They can advise on your status and help file your tax return. Document Everything: Keep meticulous records of any funds remitted to Thailand, distinguishing between non-assessable and assessable income. Summary Your next step should be to visit your local Revenue Office for guidance specific to your situation. If they confirm you have no tax filing obligations due to non-assessable income, ensure you document this confirmation. Engaging an accountant can also help navigate the process and avoid any missteps. Demonstrating goodwill and effort to comply will generally be viewed favorably by Thai authorities.

I'd be happy to offer some advice. PM me if interested.

Of course, and getting to 80 before problems arrived is commendable. Prevention is better than cure so I'm enjoying this while I can.