Entry Point North - A few amateur ATC-edu related pamphlets
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A few amateur ATC-edu related pamphlets (by EPN students)
Hi!
Me and a mate is currently attending Entry Point North (TWR) in Sweden, and during our 15 month course we've slapped together a few pamphlets; basically a condensed version of "what you need to know to pass the ATC theory-exams".
Since this might be of general interest to some people we've posted it on the following address: http://www.atcstuff.net
It consists of 4 parts:
- ATC for Dummies (covering the 4-month basic module)
- Extreme ADI (covering the 5-6 month TWR-part)
- Meteorology
- "Top 50 aircraft" recogntion guide/specs
/TH
Me and a mate is currently attending Entry Point North (TWR) in Sweden, and during our 15 month course we've slapped together a few pamphlets; basically a condensed version of "what you need to know to pass the ATC theory-exams".
Since this might be of general interest to some people we've posted it on the following address: http://www.atcstuff.net
It consists of 4 parts:
- ATC for Dummies (covering the 4-month basic module)
- Extreme ADI (covering the 5-6 month TWR-part)
- Meteorology
- "Top 50 aircraft" recogntion guide/specs
/TH
Last edited by Quintilian; 7th Feb 2009 at 07:53.
niknak
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When I did my ATC exams, it was very common to have "question banks", ie exam questions and answers from every question paper previously published,
using these, it was possible to learn enough to get through every theory examination.
All very good, but if, as several students found to their cost, you can learn the theory but you don't understand it, you don't stand a chance of passing the practical or oral examination elements of the courses.
The other aspect is that the course or exam element can be altered very slightly and such "learning aids" become very difficult or impossible to adapt.
The fact is that any student wanting to do the job properly has to have a full knowledge and understanding of what's being taught and what's required.
I've no doubt that your intentions are well meant, but I'm not convinced that your, or any other college instructors, would consider it a good idea.
using these, it was possible to learn enough to get through every theory examination.
All very good, but if, as several students found to their cost, you can learn the theory but you don't understand it, you don't stand a chance of passing the practical or oral examination elements of the courses.
The other aspect is that the course or exam element can be altered very slightly and such "learning aids" become very difficult or impossible to adapt.
The fact is that any student wanting to do the job properly has to have a full knowledge and understanding of what's being taught and what's required.
I've no doubt that your intentions are well meant, but I'm not convinced that your, or any other college instructors, would consider it a good idea.
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Well, this stuff - or atleast the latest pamplhet (ADI/TWR) - is based on all the lessons we've had on this module and contains pretty much of what we found relevant ourselves. Of course it's not 100 % comprehensive; but atleast I - and a lot of my friends - have found great help in it during exam prep.
I posted it not for people to use it as a study guide of their own; more like a short introduction to what we're - in my acadamy atleast - is supposed to be aware of.
/TH
I posted it not for people to use it as a study guide of their own; more like a short introduction to what we're - in my acadamy atleast - is supposed to be aware of.
/TH
TH
You have the best of intentions, I am sure, but have you considered EPN's copyright and the fact that you are linking their name with "dummies", I assume without the company's consent?
By the way, the reference to QNE is wrong insofar as the illustration gives a misleading impression, that 1013 is referred to as QNE.
2 s
You have the best of intentions, I am sure, but have you considered EPN's copyright and the fact that you are linking their name with "dummies", I assume without the company's consent?
By the way, the reference to QNE is wrong insofar as the illustration gives a misleading impression, that 1013 is referred to as QNE.
2 s
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Hi and thanks for responding.
I've been thought that the expression QNE corresponds to the "standard setting which flight levels are based on; I. E 1013,25 HpA". Could somebody please explain the connection for me as it actually is?
As for the copyright issue; we've actually made all the illustrations ourselves, except for a bit clip-art, and a few minor sketches that we've taken off the net. Mostly it is based on the references we've found to 4444, A2/A11, 8168 etc.
As for the name... It is stated clearly on the front page of EPN for dummies, that it is a completely unnoficcial producuction, which no comercial value. If the school didn't like it of course we'd change the name and layout.
Regards
TH
I've been thought that the expression QNE corresponds to the "standard setting which flight levels are based on; I. E 1013,25 HpA". Could somebody please explain the connection for me as it actually is?
As for the copyright issue; we've actually made all the illustrations ourselves, except for a bit clip-art, and a few minor sketches that we've taken off the net. Mostly it is based on the references we've found to 4444, A2/A11, 8168 etc.
As for the name... It is stated clearly on the front page of EPN for dummies, that it is a completely unnoficcial producuction, which no comercial value. If the school didn't like it of course we'd change the name and layout.
Regards
TH
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QNE is the altitude displayed on the altimeter when the aircraft is on the ground and 1013.25 is set on the altimeter subscale. It is used when the QNH is outside the setable scale on the altimeter, i.e. at high altitude airfields.
TH
First, what Glamdring says!
Second - point taken, that was not clear. But if I were running a Company, I do not think that I would be very impressed with an employee or former trainee/customer (don't know which) associating my company name and logo and reputation with the phrase "...for dummies" and using it without permission! Would strongly suggest you remove that element, particularly as your name is on it - "Aviation for Dummies", perhaps?
Regards
2 s
First, what Glamdring says!
Second - point taken, that was not clear. But if I were running a Company, I do not think that I would be very impressed with an employee or former trainee/customer (don't know which) associating my company name and logo and reputation with the phrase "...for dummies" and using it without permission! Would strongly suggest you remove that element, particularly as your name is on it - "Aviation for Dummies", perhaps?
Regards
2 s
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Hi again and thanks for the input.
Appareantly the QNE-acronym has two different meanings:
"QNE: common usage accepts QNE as the ISA Standard Pressure setting of 1013.2 hPa.
However another definition of QNE is the 'altitude displayed on the altimeter at touchdown with 1013 set on the altimeter sub-scale'. It is also referred to as the 'landing altimeter setting'.
Within the latter meaning, the term is only likely to be used when an extremely low QNH is outside an aircraft's altimeter sub-scale range, and the pilot requests aerodrome QNE from air traffic services. In Australia, such extreme atmospheric conditions are only likely to occur near the core of a tropical depression/cyclone and as QNE is not listed in the ICAO "Procedures for Air Navigation Services", air traffic services would not provide QNE on request."
(From Wikipedias QNE-source: Altitude and altimeters)
However ICAOS "Abbreviations and Codes", 2007 edition, doesn't include the acronym QNE.
/TH
Appareantly the QNE-acronym has two different meanings:
"QNE: common usage accepts QNE as the ISA Standard Pressure setting of 1013.2 hPa.
However another definition of QNE is the 'altitude displayed on the altimeter at touchdown with 1013 set on the altimeter sub-scale'. It is also referred to as the 'landing altimeter setting'.
Within the latter meaning, the term is only likely to be used when an extremely low QNH is outside an aircraft's altimeter sub-scale range, and the pilot requests aerodrome QNE from air traffic services. In Australia, such extreme atmospheric conditions are only likely to occur near the core of a tropical depression/cyclone and as QNE is not listed in the ICAO "Procedures for Air Navigation Services", air traffic services would not provide QNE on request."
(From Wikipedias QNE-source: Altitude and altimeters)
However ICAOS "Abbreviations and Codes", 2007 edition, doesn't include the acronym QNE.
/TH
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TH - I'm sure the guide won't hurt, but you really should remove EPN's name from it. Regardless of it being a bit of fun, if you've used your employer's logo without their permission and published it on the web, they may not be happy at it being publicly accessible in that form. The last thing you want to happen is that a senior manager in Avinor, LFV or Naviair takes against it and decides to push for disciplinary action.
Ask yourself this, if this is the career you've always dreamed of, is it worth risking it just so you can publish this helpful guide?
Hope it's going well for you and you're enjoying it.
Ask yourself this, if this is the career you've always dreamed of, is it worth risking it just so you can publish this helpful guide?
Hope it's going well for you and you're enjoying it.
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Just to clear things up as I get mixed with these
QFE - Pressure setting at Aerodrome Level
QNH - Pressure setting at sea level (used when? under 3000 feet?)
QNE - 1013.2 - (used above 3000 feet)When refered to as FL
Never heard of QNE and just want to check these?
What is regional QNH, isn't all QNH regional.....
I know it is off topic but just wanted to ask, sorry
QFE - Pressure setting at Aerodrome Level
QNH - Pressure setting at sea level (used when? under 3000 feet?)
QNE - 1013.2 - (used above 3000 feet)When refered to as FL
Never heard of QNE and just want to check these?
What is regional QNH, isn't all QNH regional.....
I know it is off topic but just wanted to ask, sorry
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No.
QFE is the pressure setting on the altimeter subscale which will, when set, indicate the height of an aircraft Above Aerodrome Level.
QNH is the pressure setting on the altimeter subscale which will, when set, indicate the altitude of an aircraft Above Mean Sea Level.
As stated in Glamdring's post above, QNE is the altitude read from an altimeter set to 1013.25 mB when the aircraft is on the ground. The name for 1013.25mB is the Standard Pressure Setting, and it is used above the Transition Altitude (which is either 3000' or 6000' in the UK) to give the level of the aircraft as a Flight Level.
The regional QNH (or, more correctly, the Regional Pressure Setting) is the lowest forecast QNH within a defined part of an FIR for the period H+1 to H+2. A normal QNH is a current value, not a forecast one, and is specific to a certain location (ie. an aerodrome).
Since you're not at the college yet, don't worry too much about this stuff. You will be taught it all there and it will be in the context of your other subjects and practical training, so it will make more sense.
QFE is the pressure setting on the altimeter subscale which will, when set, indicate the height of an aircraft Above Aerodrome Level.
QNH is the pressure setting on the altimeter subscale which will, when set, indicate the altitude of an aircraft Above Mean Sea Level.
As stated in Glamdring's post above, QNE is the altitude read from an altimeter set to 1013.25 mB when the aircraft is on the ground. The name for 1013.25mB is the Standard Pressure Setting, and it is used above the Transition Altitude (which is either 3000' or 6000' in the UK) to give the level of the aircraft as a Flight Level.
The regional QNH (or, more correctly, the Regional Pressure Setting) is the lowest forecast QNH within a defined part of an FIR for the period H+1 to H+2. A normal QNH is a current value, not a forecast one, and is specific to a certain location (ie. an aerodrome).
Since you're not at the college yet, don't worry too much about this stuff. You will be taught it all there and it will be in the context of your other subjects and practical training, so it will make more sense.
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Hi again.
After a bit soul-seeking based on the input from you guys I've altered the title to "ATC for dummies" until - if? - we get the academy's official approval.
/TH
After a bit soul-seeking based on the input from you guys I've altered the title to "ATC for dummies" until - if? - we get the academy's official approval.
/TH
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FinalVectors; thanks for replying :-)
Making this stuff is actually our main way of studying. :-)
By the way; may I ask how the implementation of Point Merge in Oslo APP is coming along? What do you think of it?
I read Eurocontrol's implementation doc (Point Merge Integration of
Arrival Flows Enabling Extensive RNAV Application and CDA - Operational Services and Environment Definition), and It looks awesome :-)
/TH
Making this stuff is actually our main way of studying. :-)
By the way; may I ask how the implementation of Point Merge in Oslo APP is coming along? What do you think of it?
I read Eurocontrol's implementation doc (Point Merge Integration of
Arrival Flows Enabling Extensive RNAV Application and CDA - Operational Services and Environment Definition), and It looks awesome :-)
/TH
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Hi!
Well..point merge is running along nicely. Currently simulations going on in Paris. We will for sure have the airspace with biggest capasity in the world since we as far as I know will be the first unit to implement it. This will be a great and "green" place to work
I know we tested/simulated 100+ arrivals/hour with 2 controllers only (without thinking of the 3nm spacing on final) and it did feel like "light" traffic load. So for sure the ACC and Oslo TMA will not be the bottleneck in the future
Only bad thing is we have to loose some of the fix names (like Aylar, Rocco, Jenna) when we make the "test" airspace official
Well..point merge is running along nicely. Currently simulations going on in Paris. We will for sure have the airspace with biggest capasity in the world since we as far as I know will be the first unit to implement it. This will be a great and "green" place to work
I know we tested/simulated 100+ arrivals/hour with 2 controllers only (without thinking of the 3nm spacing on final) and it did feel like "light" traffic load. So for sure the ACC and Oslo TMA will not be the bottleneck in the future
Only bad thing is we have to loose some of the fix names (like Aylar, Rocco, Jenna) when we make the "test" airspace official
