#cdr engineering

[cdrforaustralia]

ANZSCO 261112 Systems Analyst

Systems Analyst Job Details

The Systems Analyst ANZSCO 261112 collaborates with clients to develop system specifications, create system proposals and documents, analyze and evaluate current programs, and construct and modify systems to satisfy the needs of business users.

Skill Requirement

The preponderance of occupations within this unit group requires a bachelor's degree or higher for entry. A formal qualification and/or formal qualification and vendor certification may be replaced by at least five years of relevant experience and/or vendor certification. In addition to the formal qualification (ANZSCO Skill Level 1), relevant experience and/or on-the-job training may sometimes be required.

To know more about us please visit our site and know our services available for you.

[skillassessment]

Skills assessment for Australia

In order to obtain a skilled visa to live and work in Australia, the Australian Immigration requires a skills assessment to determine if you possess the necessary qualifications and work experience required for your chosen occupation. The skilled visa programme is designed to attract overseas talent to fill the skilled occupations needed in Australia, and a skills assessment is used to set a standard for those applying for the visa. If you are applying for a visa based on your occupation, such as a carpenter, the skills assessment will compare your qualifications and work experience to those of an Australian carpenter to determine if you have the required skills. Ultimately, a skills assessment is proof that you possess the relevant skills for a skilled visa to live and work in Australia.

Do I need a skills assessment?

A skills assessment is necessary for obtaining an employer sponsored visa, which can create an opportunity for permanent residency in Australia. In addition, having a positive skills assessment can increase your chances of securing a job by demonstrating to potential employers that your skills are recognized in Australia. If you are a licensed trade worker, such as an electrician or plumber, a skills assessment is required as part of the process for obtaining a state license to work in Australia. Essentially, a positive skills assessment is essential for those seeking to live in Australia on a long-term basis. If you are a licensed professional, it is important to check the Australian licensing requirements to determine if a skills assessment is necessary.

How do I compete a skills assessment?

The way your skills are assessed and the organization you need to apply to depends on your occupation. Some occupations have multiple skill assessing bodies, so it is important to conduct research to determine the appropriate organization to apply to. It is also important to be aware of "deeming dates" on outcome letters issued by skills assessments, as failure to provide the correct documents can result in a significant reduction in work experience that can be claimed later in the visa process, which can impact the ability to secure a visa.

For professional occupations, skills assessments are usually document-based and involve a review of qualifications, identification documents, and an application form. Some organizations also require evidence of English language ability, as is the case for nurses and teachers.

Visa Go Australia offers a Skills Assessment Australia only service, which can be a useful option for those who want to increase their employability but are not yet ready to apply for a long-term visa.

Trade occupations are typically assessed in 2-3 parts, which may include a document assessment, technical interview, and practical interview. The specific requirements vary depending on the skill assessing body and the occupation being applied for.

[howtowritecdr]

Guidelines For CDR Report Writing

If you're an engineer looking to migrate to Australia, then you're likely familiar with the Competency Demonstration Report (CDR) – a key requirement for CDR Engineers Australia, the national accreditation body. Your CDR serves as evidence of your skills and experience as an engineer and is essential for obtaining a Skilled Migration visa.

However, writing a CDR can be a daunting task, especially if you're unfamiliar with the process. Here are some guidelines to help you through the process of writing your CDR report.

1. Understand the format: Your CDR should be written in a specific format and must contain certain sections. Make sure you familiarize yourself with the CDR guidelines provided by Engineers Australia, and adhere to the prescribed format.

2. Demonstrate your competencies: Your CDR should demonstrate that you have the necessary knowledge, skills, and experience to work as a professional engineer in Australia. Provide evidence of your competency in all areas, and ensure that you address all relevant criteria in your report.

3. Provide evidence of your experience: Your CDR should provide detailed information about your work experience, including your role and responsibilities, the projects you've worked on, and your contributions to those projects. Provide clear and concise examples of how you've demonstrated your engineering skills and knowledge.

4. Use technical language: As an engineer, it's essential that you use technical language in your CDR. Ensure that you use correct terminology and that your report is easy to understand by someone in your field.

5. Avoid plagiarism: Your CDR must be written in your own words, and you should avoid copying and pasting from other sources. Plagiarism can result in your CDR being rejected, so ensure that your report is original and well-written.

6. Review and edit your report: Once you've written your CDR, review and edit it carefully. Check for errors in grammar, spelling, and punctuation, and ensure that your report is well-organized and easy to read.

7. Get feedback: It's a good idea to get feedback from someone in your field, or someone who has experience writing CDRs. They can provide valuable feedback and advice on how to improve your report.

In conclusion, writing a CDR can be a challenging task, but by following these guidelines, you can ensure that your report is well-written, clear, and concise. Remember to demonstrate your competencies, provide evidence of your experience, and use technical language. With a well-written CDR, you'll be one step closer to obtaining your Skilled Migration visa and starting your new life in Australia as a professional engineer.

[jamesgilmour]

What is CDR in Engineers Australia?

CDR stands for Competency Demonstration Report, which is a document required by Engineers Australia (EA) for those who are applying for Skilled Migration or Chartered Status.

The CDR is a document that demonstrates an engineer's competency, skills, and knowledge against the Australian Engineering Competency Standards (ECS). The report typically includes details of the applicant's education, employment history, and engineering projects that they have worked on. The report also includes a narrative statement that explains how the applicant's work experience meets the requirements of the ECS.

The purpose of the CDR (cdr for engineers australia) is to assess the applicant's engineering qualifications and experience to determine if they meet the standards set by EA. If the CDR is accepted, the applicant can proceed with their application for Skilled Migration or Chartered Status in Australia.

[alex99achapterthree]

Phantom Friday... carrier ops edition.

In the last post I described the "bridle", the cable assembly used to launch the Phantom. However, more than that is needed.

Under the tail you'll see the "hold-back". When the aircraft is ready for launch the engines are at full throttle and the brakes would not be able to keep it from moving down the deck. The holdback is a bar attached to the deck and to the aircraft with a very special bolt.

Called a dogbone or tension bar, it can hold the aircraft at full throttle but break with the added pull of the catapult when it fires. Simple and reliable... most of the time.

At the arrow you'll see a Phantom heading for the drink after a series of unfortunate events. The aircraft was sitting on the waist catapult ready for launch, but the dogbone broke before the cat fired. The aircraft began moving but nowhere near fast enough to take off. THEN the catapult fired. The shuttle struck the nose gear, collapsed it, got fouled in the wreckage and dragged the aircraft forward and tossed it off the edge of the deck. Pilot CDR Fred Winton and RIO LCDR Robert Keating ejected (above the white arrow you'll see one of the jettisoned canopies) and both came down on the flight deck before their chutes dragged them over the side. Winton survived to be rescued, but Keating struck another aircraft. Presumably seriously injured he didn't separate from his chute in the water and was not recovered.

[pinturas-gran-guerra-aire]

1917 07 Castor Oil Music - Russell Smith

Castor Oil Music depicts Sopwith Triplane N533, one of several triplanes flown by RNAS Cdr Raymond Collishaw. Collishaw, who commanded “B” Flight of Naval Squadron 10, scored two of his 60 victories in this machine. N533 bore the name “Black Maria” on its fuselage and was marked with a large “C” on the fuselage and upper rear elevator. This was one of only six Sopwith Triplanes which were equipped with twin Vickers machine guns rather than the single Vickers which most Triplanes were armed with.  Although only about 150 Sopwith Triplanes were built, it was considered a successful design, and is acknowledged to be the inspiration for Anthony Fokker’s more famous Dr.1 triplane. Collishaw thought highly of the design stating “The Triplane I found to be a delightful machine - in my estimation much preferable to the Pup.” The title, Castor Oil Music, refers to the castor oil which was commonly used to lubricate the rotary Clerget engines used by the Sopwith Triplane. Here was see Collishaw warming his engine as he prepares for another mission

[cdrforaustralia]

ANZSCO 313212 Telecommunications Field Engineer

Telecommunications field engineers set up, maintain, fix, and find problems with radio and electromagnetic wave communication systems like satellites, microwaves, telemetry, etc. Telecommunications engineers are responsible for installing and maintaining hardware, software, networks, and other telecommunications infrastructure. Potentially obligatory steps include formal registration and license acquisition.

If you request help with your CDR Report, please call us at +61 480 096 740 or +61 482 081 352, or alternatively, visit our website at https://cdraustraliawriter.com/.

[fuckyeahmarxismleninism]

Hurricane Oscar: Foresight, solidarity and unity in the face of any contingency

https://www.granma.cu/

Preserving people's lives is the priority in the face of the onslaught of Hurricane Oscar, said Joel Queipo Ruiz, a member of the Central Committee of the Communist Party of Cuba and president of the Provincial Defense Council.

This governing body, activated in full composition, just like that of the municipalities, reviewed the provisions with which it acts in the current phase of cyclone alarm in which the territory finds itself.

Here, according to the assessment, the population protection commissions are activated up to the CDR level, with emphasis on the transfer of people to the homes of relatives and friends, and evacuation centers determined for these cases.

The actions aimed at ensuring the lives of our fellow citizens, although they have been accelerated in recent hours, have been based on rational movements that are made from the most distant and difficult-to-access sites, while taking into account residents in coastal flood zones.

Also taken into account are those who live near riverbanks, as well as in areas that may be covered by water due to rainfall, and in areas downstream of reservoirs, especially in the municipalities of Moa, Sagua de Tánamo and Frank País.

In addition, the protection of inhabitants in mountain communities and rural areas that may be isolated is being monitored, and they have been advised to move them to caves or engineering works near these sites.

The guidelines included strict restrictions on access to risk areas such as rivers, streams, canals, reservoirs and bridges, areas of potential landslides and waters below dams.

The municipal defense councils were required to increase the supply of drinking water to the most remote populations and those that depend on water trucks, while they were instructed to carefully follow and comply with what was established for the protection or evacuation of material resources stored in facilities with structural vulnerabilities.

Regarding the actions to be undertaken in the recovery phase after the passage of the meteor, among other things, it was decided to collect the vegetables and other agricultural products that the winds and rains could destroy, and at the same time speed up the harvest of those that could be damaged, which will be followed by the immediate sowing of short-cycle crops.

Regarding the handling of the storm in tourist resorts, where thousands of foreign visitors are staying, the authorities in the sector reported that all of them, as well as the nationals staying there, are protected.

It was also learned that in all coastal municipalities instructions were given for the return to land of vessels that were carrying out work at sea, so that they could be transferred to points that offer them safety.

Particular attention was paid to the availability of food, with agricultural authorities stating that instructions had been given to supply the markets with food and other products, and that their entities had been instructed to prepare soups and ajiacos, among other things, to sell to the population.

The actions undertaken to speed up the sale of the products in the standard family basket and to protect those in the warehouses were specified. In the province, actions continued for the distribution of fuel to the municipalities, so that the operation of the emergency generators can be assured, which guarantee, above all, the vitality of the medical services, the supply of water to the population and communications. Likewise, the sale of liquefied gas to the population continued.

[usafphantom2]

9 August 1952 over North Korea, Cdr. Peter Carmichael, 802 Sqn. R.N. in a Sea Fury. 1st British pilot of piston-engine aircraft to down a MiG-15.

@ron_eisele via X

[thatsrightice]

Martin-Baker is a company that for more than 70 years has specialized in engineering the ejection seats utilized a majority of the world’s fighter jets. They have saved thousands of lives that in otherwise would likely have been lost. Martin-Baker revolutionized an industry that for a long time had been characterized by low survival rates, and in doing so have created an exclusive club very few are able to join, one that unifies aviators in a way that will never be taken away. I’d say only the best of the best are allowed in, but that wouldn’t be true.

A lifetime membership to the Martin-Baker Ejection Tie Club is awarded to those who have ejected from an aircraft using a Martin-Baker ejection seat, which as a result has saved their life.

These are (some of) their stories…

DAVE “BIO” BARANEK

EJECTEE #4813

For me and my pilot, 19 December 1981 was the date of a memorable excursion in a Martin-Baker ejection seat following a split-second decision to eject. I was an F-14 RIO and we were landing on an aircraft carrier in the Indian Ocean when things went wrong. I was fairly new, but I realized we were in trouble, and when my pilot said “Eject! Eject!” I pulled the lower handle. It happened in the blink of an eye, and only later could I be philosophical about it, to think about leaving the familiar and comfortable cockpit for the unknown. Thanks to the Martin-Baker MK-GRU7A seat my pilot and I survived in excellent condition and have enjoyed 38 (and counting) more years of living, flying, families, and everything else. I am thankful for the skilled US Navy technicians who maintained our equipment and the people of Martin-Baker who provided the seat that saved my life.

CDR. J. R. DAVIS

EJECTEE #4004

Martin-Baker – Thank you for the rest of my life. On 20 March 1987 my F-14A ran away with me as an unwilling passenger. Fire in the environmental control system burned through the flight controls. The airplane started un-commanded pitch oscillations and the last nose down excursion made it clear that I had to eject. My ride in F-14 BuNo 161614 ended 15 seconds before the crash with a Martin-Baker ejection seat and a parachute descent. My wife Sweet Denyse thanks you too.

CDR. TODD A PARKER

EJECTEE #4822

“It was a spring day in 1995 about 200 miles SW of Sicily. The USS Theodore Roosevelt was heading up to the Adriatic to enter the Bosnia conflict. As we expected combat, we needed to make sure as many jets as possible were up and ready so the past few days had been a maintenance blitz. We were conducting a post-maintenance check flight on our F-14 Tomcat, which the jet passed with flying colors.

After the flight we were heading back to the carrier, when suddenly the jet began bucking like a bronco – negative 2 Gs followed by 5 Gs, back and forth for about 1 minute, then it suddenly stopped. We couldn’t figure out what was wrong, but another aircraft joined up and noticed a mismatch in our horizontal stabilators. After two more events similar to the first, each time with the jet losing about 5000 feet, the jet suddenly pitched over into a negative 2 G dive and started rolling uncontrollably. I looked at the altimeter and it read 3000 feet so I pulled the handle. After the loud flash and bang, I found myself under the parachute, and looked down just in time to see the jet hit the water – what turned out to be just 4 seconds after we ejected. We were both safely under parachute, with only minor injuries but alive. We were plucked out of the water by helos from the carrier about 45 minutes later. –

Thanks to Martin-Baker and my Parachute Rigger, I am still alive, and by being able to “live to tell” about our story a major mechanical problem was found. All F-14 Tomcats were subsequently inspected and the same problem was found on dozens of other jets, so Martin-Baker not only saved my life but likely prevented many other aviators from (at best) joining the Tie Club themselves or at worst losing their lives. It was just a month later that a high school friend who heard I was deployed wrote me a letter…We’ve now been married 17 years with two wonderful children. Thank you Martin-Baker!!!

[commodorebuzzkill]

A bit of distraction for us left-leaning military nerds.

Let's play a game... AND YES, I STOLE THIS SCENARIO FROM THE NAFO GANG ON YOUTUBE, SO SUE ME! You are now in charge of the procurement of military equipment for the nation of Elbonia, a nation that as of now (being around 1956) has had its government overthrown by an authoritarian communist coup (meaning the not fun kind of communism). Headed by El Jeffe, our glorious leader (who has all the meglomaniacal tendencies you'd think he would), the revolutionary army is now looking to fill itself out to a well-rounded modern army and air force with all the bells and whistles. But here's the catch. You are actually a CIA plant, and your job is discreetly sabotage the revolutionary army and revolutionary army air force with equipment that looks cool but is pretty much garbage. If you fail to deliver sufficient coolness, El Jeffe will have you shot. If it actually turns out to be perfectly serviceable, the CIA will have you shot. Thus, the game is this: Select one or more categories of military equipment, and then propose a weapon designed or produced before 1956. This can be something that went into full production, something that died in the prototype phase, or something that never escaped the drawing board. Eastern Block, NATO, Former Axis Powers, doesn't matter, so long as it's before 1956, it's fair game.

I will offer my first entry:

Category: Light Bomber/attack aircraft

The Douglas A2D Skyshark.

Looks a lot like an A-1 Skyraider, don't it? Well, on a basic level, it's a heavily modified Skyraider with a giant turboprop in the front. Said turboprop put out a whopping 5100 shaft horsepower, plus an additional 810 lbs of thrust from the exhaust, attached to a contra-rotating propeller. That means the A2D's top speed is 492 mph! So, El Jeffe, I present you the reliable frame of the A-1 Skyraider, but better in every way! Just look at this big, mean, bruiser of a ground pounder. It doesn't need the giant runways of modern jet aircraft, and the rugged construction and beefy landing gear will allow it to operate from grassy fields. Or even from small aircraft carriers if the glorious navy of Elbonia is provided with them. And now the bad stuff. The Skyshark has about half the maximum bomb load of Skyraider, reduced from 10,500 pounds of underwing ordinance to 5,500. So, that kinda sucks.

But it ain't got nuthin' on the Skyshark's real fatal flaw. That giant turboprop is the Allison XT-40, possibly one of the worst turboprops ever made. The XT-40 isn't really one engine, it's two turboprops coupled together and made to drive a single shaft through a deeply tortured gearbox.

This lead to the destruction or near-destruction of two prototypes. The first XA2D-1 was lost in December 1950, when the starboard power section of its engine failed while the pilot, Cdr. Hugh Wood, was attempting to land. The failed section of the engine failed to de-clutch, and most of the power of the remaining half of the engine ended up going to the compressor of the dead half. Hugh Wood was unable to check the rate of his descent and crashed, unfortunately dying as a result.

Then there was an incident in 1953 when test pilot C. G. "Doc" Livingston was performing dive tests in another XA2D. In the process of pulling out of a dive, his Skyshark made a loud bang, and his front windscreen was covered in engine oil. Doc Livingston then managed with the help of his chase plane to land his now powerless skyshark intact. Upon examining the front of the aircraft, he found that the prop and gear box had wrenched free of his aircraft, yeeting the planes means of propulsion whirling off into the sky.

Not a year after that, the prototype for the Douglas A-4 Skyhawk flew for the first time, putting an end to the misery of the Skyshark program.

So, I can guarantee the CIA that Elbonia won't have much luck with this one. I'd predict lots of engine trouble and maintenance problems all around, with a high accident rate and low operational readiness rate. But since it looks cool, I think El Jeffe will go for it.

And I will pass this one along to @hms-exeter.

[nano-core-weaponry]

EDF "Stormfront" Marksman Rifle

Commission made for skysweep Equestrian Defence Forces "Stormfront" Marksman Rifle (Iteration 16 Prototype) Lab Notes: Iteration 16 is a complete redesign from previous iterations to improve weapon stability and reliability in discharge of the EDF Mark V Magic Containment Cartridges. The glass capacitor banks have been retained due to elimination of user error in double firing while the weapon is discharging (see Iteration 13 notes).  A swap to a breech clip-feed mechanism enabled semi automatic fire while retaining the ability to individually load, remove or swap cartridges as needed, and eliminates risk of catastrophic cartridge failure from users forcing a bolt action, while retaining the internal storage of 5 cartridges for follow up shots.  Continued machine work from Sr Engineer Gritter improved ergonomics and weight reduction in both the stock and the grip. Field trials have shown a continued success in use of Everfree Oak hardwood over a new "plastic" material used for toys, due to increased survivability despite the increased mass.  The weapon retains its ability to discharge a number of differently calibrated cartridges, and despite the small capacitor bank and short barrel retains its effectiveness to hit a human-sized target at 500m with a variety of desired impacts- further research is needed to further improve its accuracy.  Overall, the weapon continues to make progress in enabling field magic-casting capabilities for guardsman. This should enable the future EDF to retain a strategic advantage in force multiplication many moons into the future. Lt. Cdr (Hon) Typhoon, Royal Engineer Asst. Director, Magical Armaments Research Laboratory Directorate of Sciences, Equestrian Defence Forces Do not use this design without permission.