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Old 12th Jan 2018, 12:12   #7601 (permalink)
 
Join Date: Nov 2016
Location: Geneva
Posts: 14
Hi lads,

This thread has been a valuable help to prepare this assessment.
Here is my feedback to help the next chaps.

Process:
Applied beginning of october, got the email 3 weeks later and phone call 1 week after.
Assessment date beginning of January.

Technical interview
Xwind DA42
Calcul xwind component
Xwind during the sim
What powered the flight controls on the 737 ?
Describe Hydraulics systems on the 737
Standby hydraulic power used for which systems on the 737?

HR
Why ryanair ?
When can you start?
Can you pay for the TR ?
Most complicated part of your training ?
Any fail in theory or praticable exams ?

Sim ride
Sim Liverpool W2T SID
Airwork turns a 30° - Slowing accelerations
My buddy got ILS vectors, I got procedural and emergency passenger heart attack
No go around
Tricky part in the sim check is to strictly follow the speed and altitude bug 5000ft and not 5020ft Same for speed 220kts and not 222kts during airwork

Got positive call 1 week after.
Good luck !
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Old 12th Jan 2018, 13:01   #7602 (permalink)
 
Join Date: Jun 2014
Location: SPAIN
Posts: 37
Well done mate
About the questions on the 737, isn't it too much for a non type rated or something? I think it is too much for someone who has never flown a 737, isn't it?
About your procedural, what did you do?

Thanks for the feedback!
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Old 12th Jan 2018, 13:11   #7603 (permalink)
 
Join Date: Mar 2015
Location: Somerset
Posts: 4
Hi guys,
Thought I'd give you some feedback from my process with RYR. Have a series 2 in groundschool, partialled the IR and first time pass on the CPL. I applied on the 17/10, got the email saying they'd phone me on the 20/11 and had the phone call two weeks later. Nothing tricky, just asked about hours and resits, then had to wait for them to phone the airline to discuss my application, but they phoned back within half an hour and offered me as assessment on the 3rd Jan.

Everyone was out of BXH on the Trent 4D SID, and the assessor goes through the plates in the morning to make sure everyone is happy with them and how to fly it. We were also briefed for the hold as the other assessor liked making candidates do them. Anyway, we weren't assessed until the afternoon so we had a fair while to go through the plates with our partners, and to go through the take off and saftey brief as they don't want you to do this in the sim.

I was PF first. Set up and briefed for the SID. We took off and I accidentally asked for 090 to be bugged instead of 009. PM didn't pick up on it so we ended up flying 090 until I realised it was wrong and turning back onto 009. Didn't take us long to reintercept that radial, so I don't think we'd flown in the wrong direction for long. We then were given a couple of turns and climbs to do before the assessor asked my partner where we were on the plate. I then passed over control for me to point out our location on the map. My emergency was an uncontrollable fire in the galley so I handed over control, did a DODAR and NITS after deciding to return. Did the set up and approach brief, took control, ended up 200ft low at the platform altitude, but I don't think PM was being very active as the assessor was telling me 'altitude'. Anyway, ended up getting a GPSW of 'too low gear' for some reason on the approach, so PM called go-around so we did. Was repositioned on a 3 mile final to land, ended up bouncing and veered off to the right (slightly off the runway.) That was the end of my sim. Me and the PM started debriefing straight after the landing of what went wrong during the SID which I think the assessor liked, and he joined in on the debrief too.

We swapped seats, the PF didn't rebrief SID, but I mentioned that as we'd already messed up the first one that it could be a threat to happen again. We took off, did some more climbing a descending before the being told by ATC that Dublin was closed due to a security threat. PF did a DODAR whilst flying the plane, decided back to land at BHX. Called ATC who told us to turn direct to the beacon and to let them know when we had. Started turning and for some reason, PF asked me to do the NITS brief for him. Called ATC after to let them know we were inbound to the beacon, they gave me a really long clearance to fly outbound of the beacon on 180 and to report radial established. Turned to the PF to tell him this, he was going to give me control to do the approach brief but by this point we were 1.5D from the beacon so I suggested it wasn't really a sensible time to hand over control. He asked me to set up for the ILS which I did, but I also mentioned that as we were outbound we really needed to start getting flaps in and try stable (at this time he was still trying to intercept 180). By the time we had flap 5 in, we were vectored onto our final intercept heading for the ILS so he didn't have time to brief for the ILS, to which he said was I happy with the brief from before. Anyway, came down the ILS, I thought I saw a truck on the threshold as we passed over it and called go around (according to the assessor there wasn't anything there so that was my bad) anyway, was repositioned on a 3 mile final and he landed fine and that was the end of the sim. The assessor was very friendly and gave us advice and tips during the sim (like when going visual how often to look in and out).

Interview wise, I got a right grilling. The sim assessor is the interviewer. Most interviews were done within 10-15 minutes with 4/5 questions on tech. Mine lasted nearly half an hour and I was asked the following questions: what needs to be kept ice free on a 737, where does the warm air come from to melt the ice (I said the compressor then he started asking how hot the engine gets. I said around 1000 degrees and he said so how do we cool that down so it doesn't melt the wing? He was getting at the hot air is taken from the front of the compressor but he basically guided me to the answer) pressurisation on the 737 and when you need extra oxygen on an unpressurised aircraft, what the crews first actions during a depressurisation should be, time of useful consciousness, DA42 cruise speed and how long it would take to fly a distance, the freezing level for the day, calculating a cross wind, he also asked if the SEP I had flown recently was fuel injected or not. I said no and that the issue was carburettor icing which I said was caused by the Venturi and needed carb heat to melt it. Got asked a fair few questions on the training side, my series 2 for ground school. Asked what I thought of Simtech, whether I had heard any bad reviews and if there was anything I would warn future students about. Asked if I had an extra sim session and who my instructor was, there was a load more HR questions but they were really easy and straight forward so I can't remember them. The interview was really laid back and was more of a chat than an actual interview.

Received the good news today with the TR starting on the 2nd April
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Old 12th Jan 2018, 13:23   #7604 (permalink)
 
Join Date: Nov 2016
Location: Geneva
Posts: 14
ROKVIATOR, I agree this is too much.
I luckily knew the answer from several feedbacks and b737.co.org website, especially for the hydraulic system. They wanna know up to which point you know your subject.
Otherwise got the Procedural ILS RWY 27 at Liverpool. Standard one
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Old 13th Jan 2018, 15:28   #7605 (permalink)
 
Join Date: Aug 2017
Location: The moon
Posts: 14
femalepilot98

Were you allowed to use flight directors?
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Old 13th Jan 2018, 17:27   #7606 (permalink)
 
Join Date: Nov 2016
Location: Geneva
Posts: 14
FD only used during the SID. Once you level off, FD OFF.
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Old 13th Jan 2018, 22:36   #7607 (permalink)
 
Join Date: Dec 2004
Location: planet earth
Posts: 159
Guys and Girls

There are many good companies recruiting at the moment.
Look for a company who will provide good terms and conditions.

Good Luck to you all.
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Old 14th Jan 2018, 07:07   #7608 (permalink)
 
Join Date: Dec 2016
Location: London
Posts: 8
Interview on the 10th Jan, positive email on the 12th Jan.

Type rating should start on the 2nd of April.

Anybody knows when I can expect a second email explaining things further now? What can I start preparing already?

Thank you all, this forum has been of great help.
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Old 14th Jan 2018, 11:29   #7609 (permalink)
 
Join Date: Jan 2013
Location: Europe
Posts: 45
What a delusional reply

Let's see some of the T&C of this "great" company:
- Bogus self-employed contracts. Some pilot's houses in German bases were raided by police because they were accused of tax evasion.
- No medical or any other type of insurance.
- Charging you around €4.50 (not sure the rate at the moment) per flight hour for the simulator.
- Salary below the industry average, admitted by MOL himself.
- No union recognition. I know they said they will recognise them but they said many things before and never happened so I wouldn't hold my breath.
- Charging you around €32 000 for the type rating plus other expenses which in reality will make it to 40k + until your first pay check.
- The CEO is a bully and hates the crew. Manages the company by intimidation.
- Many pilots are leaving, forcing the company to cancel a large number of flights.

I could go on and on...... feel free to add to the list.

But don't worry fredbbr as long as you are in the pointy end none of that matters
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Old 14th Jan 2018, 12:07   #7610 (permalink)
 
Join Date: Jun 2014
Location: SPAIN
Posts: 37
what is the point on blaming the company and comparing it with many other? Do we know what's in it? Yes. Do we still want to work for them? For sure we ( I ) would. Is there any possibility of improving the contracts? No doubts, they are fighting for it. Discouraging people won't make anything but create a bad mood inbetween everyone.

Yet have I not seen the righteous forsaken, nor his any other company which, in fact, they are not even close to what "FR" is offering, as much as they do with "FR". Just to mention, when I say close, I mean not even 1500 euros per month ( and yes, european )
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Old 14th Jan 2018, 15:16   #7611 (permalink)
 
Join Date: Jan 2013
Location: Europe
Posts: 45
We are all aware that there are worse companies to work for than Ryanair, however those companies do not have the power to set the T&C across the industry like Ryanair does, so most people ignore them because it doesn't affect them.

Discouraging people from joining Ryanair does a lot more good for the long term than just set a "bad mood". How are the crew that are fighting for better T&C gonna succeed in their pursuit if people such as yourself are so eager to accept the crappy deal that Ryanair is giving out?

I know that most people join Ryanair to get some experience and then leave for airlines with better T&C but with the rate Ryanair is expanding how long do you think those airlines with better T&C are gonna be around for.

I am already seeing the legacy carriers lowering the T&C because they can't compete with the low cost carriers, imagine what's going to happen in few years when Ryanair will have more than 500 aircrafts.

I do not work for Ryanair and normally I shouldn't care what happens there because no one is forcing anybody to accept the Ryanair deal but I do care because I know that if the current situation continues, in few years my company would have to lower the T&C or go out of business so I am doing everything I can as an outsider to support the crew's fight for better T&C.
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Old 14th Jan 2018, 16:16   #7612 (permalink)
 
Join Date: Jun 2013
Location: Madrid
Posts: 5
Again this discussion here...

There is already a subforum to discuss about Terms and Endearment, which is there for a reason. Please, leave this thread to talk about the interview and sim assessment.

Thank you.
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Old 14th Jan 2018, 16:26   #7613 (permalink)
 
Join Date: Mar 2015
Location: Somerset
Posts: 4
Quote:
Originally Posted by Funny Username View Post
femalepilot98

Were you allowed to use flight directors?
FD were used on the initial climb out of the SID, but once you'd levelled off the assessor asks you to switch them off and you don't use them after that point.
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Old 15th Jan 2018, 17:52   #7614 (permalink)
 
Join Date: Dec 2004
Location: planet earth
Posts: 159
The point being made is this. I have been flying for over 25 years. Ryan air have been the main culprits in reducing terms and conditions. We are presently in a very unusual position whereby there is a demand for pilots. During this time it is imperative that we look to improve t&c. Many better companies are looking for people give them a try first.
Remember you have made a substantial investment, you need a career which will last 30 years plus. We all understand that you need that first job make it a good one.
Best of luck to you all.
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Old 15th Jan 2018, 19:23   #7615 (permalink)
 
Join Date: Aug 2017
Location: The moon
Posts: 14
Quote:
Originally Posted by femalepilot98 View Post
FD were used on the initial climb out of the SID, but once you'd levelled off the assessor asks you to switch them off and you don't use them after that point.
Thanks

Another quick question, when you press toga in take off do the levers move themselves like in reality?

Cheer
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Old 15th Jan 2018, 19:48   #7616 (permalink)
 
Join Date: Mar 2015
Location: Somerset
Posts: 4
Power levers move automatically. In the sim, just brief who will guard them and keep their hand on them up to V1. Nothing needs adjusting until you call for climb thrust at which point autothrottle is disconnected.
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Old 16th Jan 2018, 10:00   #7617 (permalink)
 
Join Date: May 2015
Location: thessaloniki- Greece
Posts: 25
Quote:
Originally Posted by Skipname View Post

Discouraging people from joining Ryanair does a lot more good for the long term than just set a "bad mood". How are the crew that are fighting for better T&C gonna succeed in their pursuit if people such as yourself are so eager to accept the crappy deal that Ryanair is giving out?
Asking for a fresh cpl holder to ignore an offer starting his career to a 737 it is not a very smart idea. Let's be honest with ourselves. The best advice is to suggest the same pilots after 2 years who will be a 1500hrs SFOs and now have some negotiating ability (because of their experience) to ask for better salary.
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Old 16th Jan 2018, 16:52   #7618 (permalink)
 
Join Date: Aug 2017
Location: The moon
Posts: 14
Quote:
Originally Posted by femalepilot98 View Post
Power levers move automatically. In the sim, just brief who will guard them and keep their hand on them up to V1. Nothing needs adjusting until you call for climb thrust at which point autothrottle is disconnected.
Great thanks v much
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Old 16th Jan 2018, 18:15   #7619 (permalink)


Probationary PPRuNer
 
Join Date: Oct 2017
Location: Somewhere
Posts: 3
Sharing is caring. Reports from this forum helped me a lot. Therefore I'll share my 2 cents.



APPLICATION
Applied in November. Email one month later. Call few days later, confirmation of the IR rating expiry date, how many resits at the CAA etc and an invitation for the January assessment in Dublin. Be prepared that you have to pay the 350 EUR for the assessment by the next morning and also fill out a small XLS file with your data and send it over via email. But no big deal.


ACCOMODATION
I recommend the Travelodge Dublin Airport North Swords. It’s situated right next to the FR HQ and offers a decent money – value ratio. The bed it comfortable, the pillows are small and firm and on the contrary to other hotels in Ireland I slept in the heating works great. I paid 61 EUR per night including breakfast. Book directly via Travelodge website – it’s cheaper than via booking.com.

THE ASSESMENT DAY
Got up at 6:20, had a shower, dressed up and at 7 AM went to the hotel restaurant to get the breakfast. The Ryanair building was just 5 minutes away, it's literally round the corner. I arrived at 7:45 and joined the other guys at the reception. At 8:00 we were picked up by the assessor (experienced FR pilot, around 65 years old) who showed us around. He showed us a cafeteria where we could later have a sandwich for lunch. We went to the first floor, went through a large open space office into the room with the simulator. There are 2 relatively small rooms next to it. One of which had a TV screen and was used for the initial presentation and the latter was used for interviews.

At the beginning the assessor selected the crews. It was basically in the way how we came into the room and sat - i.e. random, although he asked everyone whether they had an experience with the 737 from the MCC course and tried to put at least one person with a 737 experience into a crew (he made a few swaps).

After the crews were selected, the assessor told us to give him the original signed form (part of the briefing pack) and the copies of all remaining documents from the list. After that the approximately 40 minutes’ long presentation started. It was a basic summary of the briefing pack - no new information. He also gave us the charts NAVTECH charts of East Midlands containing in total 3 charts: East Midlands SID for Rwy 27, ILS 27 and NDB 27. Charts were printed on one A4 paper, double sided (2 charts on 1 page, landscape).

Our call sign was Ryanair 737. We got the ATIS: Rwy in use 27, wind 300/10, visibility 8 km, overcast 800 ft, temperature 15, Q1013.

And clearance: SID Trent 2N, climb to non-standard 5000 feet (standard is 6000), squawk 2345.

We were told that the weather won't change anyhow during the assessment.

After that we were told which crews go first. There were 2 crews being assessed in the morning (one crew did the interview, the other did the simulator and vice versa). After a lunch break it was the turn of the rest of the crews. The assessor asked us whether there was someone to catch a flight a and that everyone should be done by 15 o'clock latest. The morning crews even by 12 o'clock. Therefore, it's definitely feasible to fly home on the same day.

SIMULATOR
Anyway, I was in the first crew to fly the simulator. We got approximately 30 minutes for preparation, it was quite quick. After that we went to the simulator which was exactly the same as on the video (from the briefing pack). My crew partner volunteered to fly first as PF and chose the right seat to do so (there is a total freedom of choice whether to sit on the left or right). I was therefore the PM sitting on the left.

After we set the seats and the pedals (remember, one's heels need to be on the ground while the rudder pedals are not pushed and although one normally doesn't use the rudder in the air, one always need to guard the rudder pedals). After that the PF asked me to get the weather and clearance. The weather and the clearance were the same as mentioned before.

After that the PF did the briefing, started with the aircraft status, weather, Notams (just said that they were not applicable), SID, throttle handling, discussed possible threats and a basic emergency briefing. After that he told me to do the before take of check list (was done by the assessor) and call ready for departure.

We were cleared for take-off and took off according to the SOPs with flight directors on. At DME 1 we turned right to HDG 299 according to the SID and in the same time set climb thrust 90%. After few seconds the SID was canceled and we were told to proceed on current heading to 5000 feet. We bugged up and retracted flaps according to the schedule.

After that the flight directors were switched off and it was a time for the PF to familiarize with the aircraft. The assessor was really helpful and even helped with the correct thrust setting. Few normal turns, slow down to 170 kts with flaps 5 and then descent on idle thrust to 2000 feet while keeping the 170 kts. After that he froze the simulator and asked where we were. Each of use had to independently point on his chart. The rear of the ADF needle showed QDR 060 from the EME NDB and the distance from the ILS DME was around 10 NM. It was not difficult to find out that we were close to the Nottingham airport (EGBN). What followed was position freeze, my controls as the PM and an approach preparation by the pilot flying. The assessor later even froze the simulator completely for the approach briefing.

After that the PF flew vectors for ILS 27 and landed. Remember: No flaring is needed on this simulator. You can nicely fly with 750 ft/min right into the touch down point. (This was the official instruction from the assessor.) No emergency and the assessor was again very helpful with his advices. Full stop and crew change.

Now it was time for me to be the PF. Also from the right seat. Same weather, clearance and setup. I did the briefing, asked for the before take-off checklist and we were ready for departure.

Take off was according to the SOP with flight directors. Heading 299 and SID canceled and I was told to maintain heading and climb to 5000 feet. Flight directors off. After that some turns, deceleration to 170 kts with flaps 5. Descent to 3000 feet. After that turn to EME NDB for the procedural ILS 27. It was my choice to either do one round in the holding as the standard procedure prescribes or to use the alternative procedure (base turn). I opted for the alternative. In this moment the simulator was frozen so I could do the approach setup and briefing. We were above the airport, heading 090 directly to EME. I setup the aircraft and did the approach briefing. As we were about to unfreeze the simulator, we got a call from the cabin - sick passenger, no doctor on board. I told the number 1 to standby and help the passenger, I would call back shortly. The simulator was still frozen and we did the DODAR. Diagnose was clear, Options were either to accelerate so we land quicker or fly the normal approach speed. We quickly decided that we continue with the present configuration (170 Kts, flaps 5) as any acceleration wouldn't buy as much time and it would present a risk that we might have to go around which would be worse. We Assigned the roles: PM informs the ATC and I do the NITS briefing. And we reviewed it all, nothing to add.

And so we did. I called the number 1 and did the NITS briefing. Nature: Sick passenger Intention: Landing Time: 10 minutes from now which meant 10:25. And as for Specials: we will let the medical team to enter the aircraft first so they can help the passenger.

After that procedural ILS 27, no surprises and a full stop landing. That was the end of the session. Flight time approximately 60 minutes for the both of us, which means roughly 30 minutes each. That was really quick. The assessor was again really helpful.

INTERVIEW
After that my partner went straight to the interview. It took around 25 minutes. After him it was my turn. Present was the assessor from the simulator and one other gentleman from HR. At first some general questions about my life from high school, through the university and the first job. After that some questions on the integrated ATPL course I went to, the pilot school and a document check.

Then some questions on the MEP aircraft I flew with.

- What was its cruising speed? 130 knots.
- How much does it take to fly 20 NM. I said that by 120 knots it would be 2 NM per minute and hence 10 minutes. As we fly 130 knots, it would be approximately 9 minutes.
- What Anti-Icing equipment does the B737 have? Wings leading edge and engines (hot air), Pilot heat and windshield heating - electric.
- What is the V2? Take of safety speed.
- V2 needs to be higher than what? VMCA
- When do you need to reach this speed? At the screen height.
- What is the screen height? It the end of take-off. It's 50 feet for piston aircraft, 35 feet for jet aircraft (dry runway) or 15 feet (wet runway) given there is an engine failure at V1.
- At which point do you need to reach the screen height? If there is a clearway, then at the end of it. If there is no clearway, then at the end of the runway.
- How do you calculate cross wind. The formula says Sine of the wind angle from the aircraft intended path (e.g. Runway heading) x wind speed. Remember Sine for SIDE wind. In reality it's 50% of the wind speed for 30 degrees (Sine 30 deg = 0,5) and roughly 100% for 60 degrees and more.

After that it was the HR guys turn. He asked me why do I wish to join Ryanair. What are my strengths and weaknesses? If I was able to relocate? If I applied to any other airline? If I was willing to pay for the type rating?

At the end it was time for me to ask questions. I asked how much time is it now from the start of the Type rating course to the finish of line training: 6 months.
How is it with the base preference: It is somehow taken into account but no guarantee.
Where does the line training take place: anywhere on the network where they find a free line training captain. It could be at my future base but it could also be anywhere else. Pure chance.

That was it. I was done by 12 o'clock.


I got a positive email few days later.


RECOMMENDATIONS
- Study the Briefing pack they send you. You need to know all the speeds and procedures (it’s not that many!) by heart without any hesitation.

- Go through the procedures from your MCC again and focus on the roles and call outs. As a PM, Monitor the PF very closely but don’t be a dick. Don’t call SPEED 10 times if the PF flies 230 kts instead of 220. Also don’t try to instruct the guy, you’re not and IP. On the other hand, if you set the flaps and the PF doesn’t say anything about the speed bug, feel free to set it for him. Just say, “I’ll set the speed for you” or so. Be helpful. Don’t do too much but also not too little. Be a team.

- Invest in some B737 FTD or FNPT. I did the FNPT and it was fully sufficient in terms of realism. It is better to fly more hours on the FNPT than less on the slightly more realistic but much more expensive FTD. I did 10 hours in total in the weeks before assessment and had no previous experience with the 737.

- Read this forum - scroll up at least one year back. Read all the tips and reports as well as interview questions and write them down. This helps a lot.


- Ace The Technical Pilot Interview - great book and an excellent source of information. You can download it for free if you google a bit.


- I bought this Assessment guide from Flight Deck Friend. Found it quite usefull.


- One more question I noticed by the other guys. One of them was asked: If there is an ILS approach with a DA of 402 ft and in met report there is an overcast 400 ft, will you probably see the runway? That might be a tricky question for pilots who mostly flew to airports around sea level. The DA is 402 ft AMSL whereas the ceiling in the met report is with the reference to the ground (AGL)! The ILS approach has the highest DH (decision HEIGHT) of 200 ft (cat 1). Given the fact that I'm allowed to descent to 200 ft AGL and the cloud ceiling is at 400 ft AGL, I will most likely be able to see the runway.

Last edited by Kratz; 17th Jan 2018 at 17:16.
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Old 16th Jan 2018, 19:41   #7620 (permalink)
 
Join Date: Mar 2017
Location: Dublin
Posts: 24
Quote:
Originally Posted by fredbr View Post
We don't pay 32000€ TR but 29 500€, easyJet charge you 30 000£ or 36 000 CHF.
Compare fare things please,
Trying to say EZY is worse is laughable. They actually pay you a salary and hotels during your line training. Also close to 0% chance you’ll have paid of a TR and all other associated expenses in FR within 2 years sorry
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