
MIKRO-GEN A.T.C.

TRAINING MANUAL


AIR TRAFFIC CONTROL SIMULATOR

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1 INTRODUCTION
This program is not a game, but sets out to realistically simulate air traffic
control, which is a subject touched on little in the everyday world. Whilst most
people who have flown, whether for business or pleasure, appreciate that the
aircraft in which they have travelled has been "controlled" in some way, few
actually realise the complexity of the system which ensures their safety. And
of those who do know what the initials ATC stand for, not many appreciate that
most of the work involves controlling aeroplanes as they fly between airports,
not just as they approach places such as Heathrow and Gatwick.

The main aim of Air Traffic Control is to ensure a safe and expeditious flow of
air-traffic; safe in that all aircraft must be kept apart, and expeditious so as to
avoid undue delay. To facilitate this, airways, so-called "motorways in the
sky", have been established linking the major airports of the world. lt is within
these airways, and the Terminal Areas which surrounded the airports
themselves, that most of the air traffic now flies, safely controlled by ATC.

It is the aim of this program then to simulate this Area Control of Air Traffic.
The actual area used is the Hurn sector of the London Air Traffic Control
Centre, centred roughly on the Bournemouth/Southampton area -
encompassing most of the air traffic from the south and midlands of England
going to and from Spain, Portugal, parts of France, Africa and the United
States.

You must climb and descend the aircraft according to the rules set out in this
booklet, guiding them through your airspace so that when they leave they are
going in the right direction, at the correct height, and safely separated from
each other.

The various types of traffic and how they are dealt with is detailed later, but
first it is necessaryto explain some of the many terms and abbreviations used
in ATC.

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2 GLOSSARY OF TERMS AND  ABBREVIATIONS

AGREED    - A flight level to which an aircraft should be climbed or
LEVEL       descended ready for the next sector.

AID       - Aircraft Identification - the actual call-sign of an aircraft
            (eg. BA123), Flight Plan field 2.

AIRMISS   - The term used when two aircraft come too close to each
            other without actually colliding. The pilots file an Airmiss
            Report and the matter is investigated by the CAA.

AIRSPACE  - Generally the air in which aircraft fly. It is divided into
            many different types - see CAS, TMA, Airway, UAS, FIR.

AIRWAY    - A corridor of Controlled Airspace 10 miles wide along
            which aircraft fly between airports.

ATC       - Air Traffic Control.

ATCC      - Air Traffic Control Centre - the place from which all
            aircraft in an area are controlled, except when they are
            within 40 miles of their destination airport.

CAA       - Civil Aviation Authority - the government body
            responsible for civil aviation in the UK.

CAS       - Controlled Airspace - the airways and areas in which
            aircraft under Air Traffic Control must be kept.

CID       - Computer Identification Number -the computer's
            reference number for an aircraft - Flight Plan field 1.

ETA       - Estimated Time of Arrival - When a pilot expects to arrive
            either at an airport or fix along his route.

FIELD     - A part of the flight plan of an aircraft stored in the
            computer.

FIR       - Flight Information Region -the whole airspace which
            comes under the control of one Air Traffic Control Centre.
            Usually split up into smaller areas called Sectors.

FIX       - A point along a flight's route, usually where there is a
            radio beacon or reporting point.

FL        - Flight Level - the altitude of an aircraft in hundreds of feet
            (eg. FL310 = 31,000 feet).

FP        - Flight Plan - the details of each flight as stored in the
            computer. See section 5.

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FPS       - Flight Progress Strip - a strip of paper on which flight
            details are printed and a controller keeps a record of his
            instructions to the pilot.

HEADING   - The direction along which an aircraft's nose points, in
            degrees from magnetic north.

HOLDING   - A racetrack shaped route which an aircraft flies around
PATTERN     whilst awaiting its turn to land.

KNOT      - A nautical mile per hour. All speeds in ATC are measured
            in knots.

LABEL     - A block of data which gives information relating to a
            particular aircraft on the radar display.

LATCC     - London Air Traffic Control Centre, based at West Drayton,
            near Heathrow.

NM        - Nautical Mile -all distances in ATC are given in nautical
            miles.

REPORTING - A point along an aircraft's route at which the pilot
POINT       should report his position to ATC.

TMA       - Terminal Area - a large area of controlled airspace where
            several airways meet around a major airport.

UAS       - Upper Airspace - all airspace above FL245 (24,500 feet)
            is controlled airspace - thus an aircraft above FL245 does
            not need to stay within the boundaries of airways.


3 HURN SECTOR - DESCRIPTION

The map in the centre pages shows the layout of the Hurn Sector, together
with the sector boundary and some of the adjacent airspace. The crosses
represent the Fixes in the sector, those with five letter names are reporting
points - there are no radio beacons located there. The rest are radio
beacons, the three letter abbreviations for their full names are:

FAW	- Fawley		OCK	- Ockham
IBY	- Ibsley		WOD	- Woodley
MID	- Midhurst

There are five airports shown:

EGHD	- Plymouth		EGKK	- Gatwick
EGHH	- Bournemouth (Hurn)	EGLL	- Heathrow
EGHI	- Southampton

Others you will come across are:

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EGBB	- Birmingham
EGGW	- Luton
EGJJ	- Jersey
EGNX	- East Midlands

The airway centre lines are shown by the lines joining the fixes. There are two
types of airways - Lower Airways which go from just above ground level up to
FL245, and Upper Airways which go from FL245 to FL460, (no civil aircraft
flies higher than that except Concorde). Upper airways names are prefixed
with the letter "U".

All airways are named with a colour (Amber, Blue, Green, Red or White), and
a number (eg. G1 = Green One, UG1 = Upper Green One). Sometimes the
name is suffixed with a "W", which stands for West (eg. A34W).

The airways which pass through Hurn Sector are given below, with their
routings:

A34/UA34     WOD    - MID    - DRAKE
A34W/UA34W   FAWBO  - KATHY  - ELDER  - SAMTN
R1/UR1       ORTAC  - KATHY  - SELSI  - MID    - OCK
R1W/UR1W     ORTAC  - ELDER  - THORN  - HAZEL  - MID
UR8          DAWLY  - IBY    - SAMTN  - HAZEL  - MID
UR37         RIDGE  - IBY    - DOVER
W17          ORTAC  - SAMTN  - HAZEL  - MID
W38/UW38     ORTAC  - SAMTN  - NORRY

The edges of the airways are also shown together with the London TMA
boundary.


4 SIMULATOR OPERATION

At the start of each session you are asked two questions; first, Skill level? You
must reply by pressing one of keys 1 to 9. The lower the number, the lower the
skill level.

The main way to which the skill level takes effect is by the number of aircraft to
be handled during the game. Each session lasts for one hour and during that
hour you will handle between 15 and 60 aircraft (at levels 1 and 9
respectively). As you gain in experience you will be able to handle more flights
per hour and progress through the skill levels. In addition there will be more
unexpected events at the higher levels (see section 6).

The computer will then generate the required number of flight plans for the
coming session. You may have to wait a few seconds while this is done.

Next you will be asked whether you want strips to be printed. If you have a
printer connected to your computer you can have a Flight Progress Strip
printed for each aircraft as it first appears on your radar. Subsequently you can
request a strip on any flight using SR message. Further details are given in
section 7.

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5 FLIGHT PLANS

Each Flight Plan stored in the computer isdivided into several sections (called
Fields). They are not consecutively numbered because not all are accessible
to the controller

FIELDS

1   CID            Computer Identification Number (3 figures)

2   AID            Aircraft Identification (call sign) (5 figures)

3   TYPE           Aircraft Type (4 figures)

5   SPEED          Aircraft Speed in knots
                   (at least 100 and less than 1000)

6   FIX            The first Fix on the aircraft's route

7   TIME           The time at which the Flight Plan will be activated
                   - usually the ETA for the Field 6 Fix.

8   LEVEL          The Flight Level at which the aircraft will first
                   appear.

9   REQUESTED      The final Flight Level to which the aircraft
    LEVEL          wishes to climb.

10  ROUTE          The route that the aircraft will take through your
                   sector. This is made up of the abbreviations for
                   the various airways and airports.

11  ACTUAL LEVEL   The actual current Flight Level of the aircraft
                   (begins the same as field 8).

12  CLEARED LEVEL  The Flight Level to which the aircraft is climbing
                   or descending under your control. (Begins the
                   same as field 8).

There are many more fields in each Flight Plan, but most are used only by the
computer in its calculations and updating. Most fields can be changed using
the various input messages detailed in section 7, and the data can be seen at
any time with an FR message.

The Flight Plans themselves are randomly generated at the start of each
session using data from the following tables to make a realistic simulation.

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AIDs

Each AID is made up of a two letter airline code and a three figure number.
The airlines used are:

AE   Air Europe			KD   British Island Airways
AF   Air France			KG   Orion Airways
AO   Aviaco			KT   British Airtours
BA   British Airways		OM   Monarch
BD   British Midland Airways	PA   Pan-American Airways
BR   British Caledonian Airways	PM   Brymon Airways
BX   Spantax			RR   Royal Air Force
BY   Britannia Airways		SA   South African Airways
DA   Dan-Air			TP   Air Portugal
IB   Iberia			TW   Trans World Airlines
JM   Air Jamaica		UK   Air UK
JY   Jersey Airlines

TYPES

BA11   BAe 111		2   jet   100 seats
BA46   BAe 146		4   jet   100 seats
B707   Boeing 707	4   jet   180 seats
B727   Boeing 727	3   jet   180 seats
B737   Boeing 737	2   jet   120 seats
B747   Boeing 747	4   jet   490 seats
B757   Boeing 757	2   jet   180 seats
B767   Boeing 767	2   jet   250 seats
CONC   Concorde		4   jet   100 seats
DC8    Douglas DC8	4   jet   200 seats
DC9    Douglas DC9	2   jet   150 seats
DC10   Douglas DC10	3   jet   350 seats
DH6    Twin Otter	2   prop  10  seats
DH7    Dash 7		4   prop  40  seats
EA30   Airbus A300	2   jet   300 seats
E110   Bandeirante	2   prop  20  seats
FK27   Fokker F27	2   prop  40  seats
HP7    Herald		2   prop  40  seats
HS74   HS 748		2   prop  40  seats
JAGR   Jaguar		2   jet   fighter
L101   TriStar 		3   jet   340 seats
MRCA   Tornado		2   jet   fighter

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6 CONTROLLING AIRCRAFT

When the program starts you will see the real-time clock at the top left of the
screen begin at 1200 hours. All simulation sessions start at this time.
Shortly afterwards you will see the first aircraft Label appear.

Every aircraft under your control is shown with a Label to the following
format:

                                  AID
                                   |
                                   |
                                   v
Position --------------> /       BA123                       Route
Symbol                           310LL        <-------------- Code
                                   ^
                                   |
                                   |
                                Actual
                             Flight Level

AID - aircraft call-sign.

Position Symbol  -  the actual position of the aircraft is at the centre
                    of the slash.

Route Code       -  a one or two letter code that tells you which way
                    the aircraft is routing. If it is going to land at a UK
                    airport then the last two letters of the airport's
                    location code are used; eg. LL = EGLL =
                    Heathrow (see section 3).

The single letter codes are:

A  -  Atlantic (west bound along UR37 or UR8).
D  -  Dover (east bound along UR37 or UR8 but not landing in the UK).
H  -  Hurn (south bound along R1/W17/W38 etc.).
X  -  Crossing (military aircraft not under your control crossing
      through your airspace).

The aircraft move realistically across the screen, following their Flight Plan
routes (unless otherwise directed by you) and are updated every five
seconds. The screen is to a scale of three pixels per nautical mile.

In real life a controller gives instructions to the pilot of an aircraft by radio.
Obviously in this simulation we cannot do this so the instructions are input
as messages to the computer. The aircraft under your control will respond
accordingly.

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HAZARDS AND EMERGENCIES

DANGER AREA - The danger area south of airway Red One must be
avoided at all times. If one of the aircraft under your control enters the area
you will be immediately suspended. Only RAF aircraft can fly through the
danger area, but they are not under your control.

MILITARY CROSSERS - RAF aircraft (with the AID prefix of RR) will cross
through the airways of Hurn Sector at regular intervals. You are not
controlling these aircraft and therefore must keep your traffic away from
them.

RADIO FAILURE - Occasionally an aircraft may experience a radio failure
and lose contact with you. If this happens you will no longer be able to
control the aircraft and, in the absence of any instructions from you, the
pilot will continue to fly according to his own flight plan. This means that
the aircraft may climb or descend unexpectedly and hence you must keep
all your other traffic away from the radio failure aircraft.

PRESSURISATION FAILURE - If an aircraft experiences a pressurisation
failure the pilot will descend immediately to FL100, the highest safe level.
You must not climb the aircraft again, but give it priority over everything
else .If it has just departed from a UK airfield you must turn it back on a
course for that airfield. Remember the pilot will be very busy and so you
must give him radar headings all the way back.


7 MESSAGE TYPES

The available message types and the rules governing their use are set out
below. Messages can be entered at any time the computer is running,
except when the Flight Data Display is being used (see section 9). The
message being entered appears on the bottom line of the display, and any
computer response on the line above (except with "FR").

When the entry line is blank the next key pressed will be taken as a "message
type" entry and, if it is valid, the message abbreviation will appear followed by
a space (note that all spaces are shown as apostrophes for clarity). After that
the message itself may be entered via the normal keyboard. The message will
be processed when "Enter" is pressed and the computer will reply
accordingly.

Note that when AID is called for in the message entry, either AID (5 figures)
or CID (3 figures) may be used. In addition, by using capital shifted "5" to
"8" you have control of a square cursor on the screen. When this is
positioned over an aircraft's position symbol a message can be entered
referring to that aircraft by using just "C" as the AID. Eg. HR'C or SD'C'400.

If just the message type is pressed followed by ENTER then the computer
will respond with the required message format as a reminder. The full

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message can then be entered on the input line, referring as necessary to
the prompt.

Below is a table of all message types, given with the abbreviation,
corresponding key, required format and explanation respectively, Where
part of the format is optional then that part is shown in brackets.

AM - key A - AM'AID'FIELD NUMBER'NEW DATA

AMENDMENT - used to change data fields in a Flight Plan which cannot
always be changed otherwise. The fields which can be amended are:
2 -   AID    - must be 5 figures
3 -   TYPE   - must be 4 figures
5 -   SPEED  - must be between 100 and 999 knots
7 -   TIME   - must be 4 figures. If changed to present time then the
               flight will be activated immediately. If a future time
               then that will be the new activation time. A past time
               will prevent the flight from ever being activated.
8 -   LEVEL  - must be a Flight Level from 10 to 390. This is useful
               for changing the actual start level of a flight that is not
               yet active.

The field must be entered as a single number and any number of fields can
be amended in one message and in any order.
eg. AM'BA123'2'BA124'3'B747

DM - key D - DM'AID'(TIME)'(LEVEL)

ACTIVATION - activates a pending Flight Plan. If no time is given then the
flight is activated immediately, otherwise it has the same effect as
amending fields 7 and 8 if the time and level are given.
eg. DM'BA123'1220'110

DR - key E - DR'AID

DIRECT ROUTE - This will set an aircraft on course for the last fix on its
route through your sector. This is useful when there is little traffic and
hence you can cut corners on a route, saving a pilot time and fuel.

FR - key F - FR'AID

FLIGHT READOUT - Prints the Flight Plan data to the bottom two lines of the
screen in the following order:

CID-AID-TYPE-SPEED-FIRST FIX-TIME
LEVEL-REOUESTED LEVEL-CLEARED LEVEL-ROUTE

eg. 001 BA123 B747 490 SAMTN 1220
    110 350 110 EGLL UR8

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HD - key H - HD'AID'HEADING' (L) or (R)

HEADING CHANGE - Change the heading of the aircraft, using degrees (0
to 359) clockwise from magnetic north. The L and R suffix denote left or
right turn. If no suffix is given then a right turn is assumed. Note that all
aircraft turn at a rate of one degree per second and that headings must be
given with three digits.
eg. HD'BA123'230'L

HM - key K - HM'AID' (C) or (R) or (L)

HOLD MESSAGE - When suffixed with L or R this message will make the
aircraft fly in a circular Holding Pattern, turning either left or right. The 'C'
suffix cancels the hold and the aircraft will set course for the next fix on its
route. If no suffix is given then a right turn will be assumed.
eg. HM'BA123 or HM'BA123'L
 or HM'BA123'C

HO - key G - HO'AID

HAND OFF - This message transfers control of the flight to the next sector
on its route. This is done when the aircraft reaches the boundary of your
sector. London inbounds would be handed-off to the London TMA
controller, southbound flights to the French Centre and Atlantic Traffic to
the Cardiff sector at LATCC. Hand-offs are not required in level 1
simulations. After an HO message has been input you lose control of the
aircraft and cannot input controlling messages for it.
eg. HO'BA123

HR - key J - HR'AID

HEADING READOUT - The computer responds with two figures - the actual
present heading of the aircraft and the heading to which you have cleared
it. If it is not actually turning then both figures will be the same.

ID - key I - ID'AID

IDENTIFY - This is useful when two aircraft are close together. The position
symbol of the selected aircraft will flash for a few seconds.

LB - key O - LB'AID

LABEL DELETE - The aircraft's label will be deleted from the radar display,
leaving only the position symbol. If the label has already been removed
then the second LB input will replace it on the screen. This facility is useful
when two aircraft are close to each other causing the labels to overlap.

LT - key Z - LT'AID'HEADING

LEFT TURN - Another way of changing heading. Works in the same way as
the HD message but always a left turn. No suffix is necessary.

LV - key L - LV'AID'FLIGHT'LEVEL

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LEVEL CHANGE - Changes the cleared level field of the Flight Plan (12). The
aircraft concerned will then climb or descend to that level as appropriate.
The level must be in the range 10 to 390.
eg. LV'BA123'310

RN - Key T- RN'AID

RESUME OWN NAVIGATION - This sets the aircraft on course for the next
fix on its route. This is useful if you have turned the aircraft from its own
course and now wish it to continue by itself. Note however that if you have
let the aircraft pass that next fix then the RN message will turn the aircraft
back to that fix. See also DR above.

RS - key R - RS'AID

REMOVE PLAN - If a plan is not yet active this message will prevent it from
being activated. If it is active and displayed then the flight will be
immediately removed from the display.

RT - key X - RT'AID'HEADING

RIGHT TURN - As with LT but always turning right.

SD - key S - SD'AID'SPEED

SPEED CHANGE - Changes the aircraft speed (Flight Plan field 5), which
must be in the range 100 to 990 knots.
eg. SD'BA123'420

SR - Key Q - SR'AID

STRIP REQUEST - If the ZX printer is fitted to your computer then this
message will produce a printed flight progress strip on the aircraft
concerned. The strips take the following format:

+-----+---------+------------+---------------------+
|Time | Cleared |    AID     |                     |
|Fix  | Level   |            |      Requested Level|
|CID  |         | Type Speed | Route               |
+-----+---------+------------+---------------------+

For example:

+-----+---------+------------+---------------------+
|1220 | 110     |   BA123    |                     |
|SAMTN|         |            |                R350 |
|001  |         |  B747 490  | EGLL UR8            |
+-----+---------+------------+---------------------+

VT - key V - VT'AID

VECTOR LINE - This message generates a dotted line in front of the aircraft
concerned which shows the next ten positions at which it will appear if it
maintains its present heading. Obviously if it is turning to another heading
then it may never actually reach those positions. The line does however
give a useful estimation of where a particular heading will take an aircraft
and gives some idea of relative speeds.

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8 OTHER KEY USES

The top row of keys on the computer keyboard (1 to 0) all have specific
functions when pressed with Caps Shift. They can be used at any time,
even when you are inputting a message.

1 -  HOME CURSOR - moves the square cursor back to the bottom left
     corner of the screen.

2 -  PAUSE - pauses the program until the same key is pressed again.
     When the session is halted in this way the time in the top left of the
     screen will flash.

3 -  QUIT - the game will be immediately ended - see section 11 of this
     book.

4 -  FLIGHT DATA DISPLAY - replaces the radar display with the Flight
     Data Display - see section 9.

5,6,7,8 - CURSOR CONTROLS - move the square cursor in the
          direction of the arrows. Each key press will move the cursor
          one pixel, but there is a fast auto repeat if the key is held
          down. In this way the cursor can be accurately positioned
          over an aircraft's position symbol and a message be entered
          for that flight (see section 7).

9 -  ERASE - this completely clears both the input and computer
     response lines at the bottom of the screen and enables you to enter
     the next message.

0 -  DELETE - this will delete the last character typed. If 'ENTER' was
     the last key pressed the Delete will remove the computer's
     response only - thus the same message could be input again just by
     pressing ENTER once more.

SYMBOL SHIFT - MAP - if both shift keys are pressed together the radar
     will be replaced by a map indicating the various parts of the Hurn
     Sector.

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9 FLIGHT DATA DISPLAY

This display mode is reached by pressing Capital Shift and '4' keys at the
same time. The radar display will disappear and be replaced by a Flight
Progress Strip representation of each active flight. If there are more flights
than can be accommodated in one screen then subsequent screens can be
seen by pressing any key other than Caps shift 4, which returns you to the
radar picture. Whilst you are in this mode the real time clock will stop and
upon returning to the normal display everything will be as it was before.
The purpose of this Flight Data mode is to enable you to study the new
details of all flights under your control without having printed strips. In any
case the Data Display strips are more detailed than the printed ones and
are always up to date.

The strips take the following format:

+-----+---------+------------+---------------------+
|Time | Cleared |    AID     | Heading             |
|Fix  |   Level |            |      Requested Level|
|CID  | Level   | Type Speed | Route               |
+-----+---------+------------+---------------------+

TIME	- the activation time of the Flight Plan (field 7).
FIX	- the first fix on route (field 6).
CID	- Computer Identification Number (field 1) in RED.
CLEARED LEVEL - the level to which you have cleared the aircraft
	  (field 12) in RED.
LEVEL	- the first level of the aircraft (field 8).
AID	- the aircraft's call-sign (field 2). This is shown in RED if
	  east-bound or BLUE if west-bound, to differentiate
	  between traffic flows.
TYPE	- aircraft type (field 3).
SPEED	- in knots (field 5) in MAGENTA.
HEADING	- the aircraft's cleared heading. This is suffixed with an
	  "H" if the aircraft is holding (ie. an HM message has	
	  been input),
REQUESTED LEVEL - the final Flight Level that the aircraft is
	  requesting (field 9).
ROUTE	- through your sector (field 10).

When a strip has been displayed for every live aircraft, the next key press
(except Capital shifted "4") will start a listing of all those Flight Plans that
have not yet been activated. This listing will continue into subsequent
pages as neccesary, each one being produced with the next key press.

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Each entry in the Pending Plan list takes the following format:

CID-AID-TYPE-TIME-FIRST FIX-ROUTE CODE

These details are basically as stored in the Flight Plan, except that the TIME
is prefixed with "P" to show that the plan is pending andthe ROUTE CODE
is the one or two letter code for the flight's destination or exit point (see
section 6).
eg. 001 BA123 B747 P1220 SAMTN A
When this listing is finished you will be presented with a blank screen until
Capital shifted "4" is pressed again, whereupon you will be returned to the
radar picture.


10 HURN SECTOR PROCEDURES

The basic aim of this simulation is to guide the aircraft under your control
safely through the sector. To do this all aircraft must be "separated" using
the separation standards set out below. In addition it will be necessary for
most aircraft to be either climbed or descended through your airspace and
details of what should be done are given under the heading LEVELS.


SEPARATION

All aircraft under your control must be separated vertically by at least 1000
feet up to 29,000 feet, and by 2000 feet above 29,000 feet. To this end a
system of Flight Level allocations has been devised whereby west-bound
aircraft fly at even numbered Flight Levels up to 280
(ie. 40,60,80,...260,280) and also at FL310,350,390 and 430. East-bound
flights use odd levels up to 290 (ie. 30,50,...270,290) and also FL330,370,410
and 450. In this way two aircraft in level flight, going in opposite directions are
guaranteed to be separated.

Obviously when aircraft are climbing or descending they will cross through
the levels of other aircraft. In these circumstances, and also if two flights are
cruising at the same level, then there must be at least FIVE nautical miles
between them horizontally. Although it may be difficult to judge 5 miles on the
radar at first, remember that it is half the width of an airway (eg. from FAWBO
to the edge of A34W) or 15 pixels on the Spectrum display.

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To maintain the 5 mile horizontal separation it may sometimes be
necessary to turn aircraft from their intended routes. This is where the HD,
LT and RT messages are used. At times it may be necessary to "vector" an
aircraft in this way the whole time it is under your control.


LEVELS

There are many standard levels used in ATC. East and west-bound cruising
levels have already been mentioned. On Hurn sector this means that
outbound traffic going through ORTAC (ie. with route code "H") should only
be climbed to west-bound levels.

In addition, other flights also need to be climbed or descended, ready to be
handed oft to the next LATCC sector. These are called Agreed Levels and 
are set out below.

LONDON TMA INBOUNDS	(Route Code LL, KK, GW or SS)	FL120

BIRMINGHAM INBOUNDS	(Route Code BB)			FL230

PLYMOUTH/HURN/		(Route Code HH, HI or HD)	FL30
SOUTHAMPTON INBOUNDS

ATLANTIC OUTBOUNDS	(Route Code A)			FL240

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Some flights coming into your sector will arrive at an Agreed Level:

HEATHROW & LUTON OUTBOUNDS		FL130

GATWICK OUTBOUNDS			FL110

PLYMOUTH/HURN/SOUTHAMPTON OUTBOUNDS	FL20

Outbound flights should be climbed either to the Agreed Level on their
route, or to the nearest appropriate level to their requested one.

Inbounds should be descended to the appropriate Agreed Level. Note that it is
not necessary for the aircraft to actually reach the agreed level, but they must
be cleared to it (using the LV message).

Overflights (eg. New York to Frankfurt) should whenever possible be left at
their cruising levels.


STANDARD ARRIVAL ROUTES

Aircraft inbound to the London TMA airports fly along standard routes.
These are:

HEATHROW (LL) via MID to OCK

GATWICK (KK) via THORN & SELSI to WILLO

LUTON/STANSTED (GW/SS) via SAMTN to WOD

However, if traffic conditions permit, there is no reason why aircraft
cannot be deviated from these routes under your control.

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11 END OF SESSION REPORT

The simulation session ends after one hour, or when you press the 'Quit'
key. The radar picture will be cleared and you are given a report of your
performance. You are told how many aircraft you handled, how many were
not cleared to the required Agreed Level, how many Airmiss Reports were
filed against you by pilots, and how many were not handed off to the next
sector (remembering that hand-offs are not required in level 1 games).

Finally you are given a percentage rating of your overall performance and
asked whether you want another go.

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12 HINTS AND TIPS

The job of an air traffic controller is very skilled and demanding; they each
undergo about three years basic training. It is not surprising then that this
simulator gives a very simplified representation of the problems involved
in ATC. Even so, it may take a lot of practice to be able to master the many
tasks involved. Simulators similar to this one are widely used in the
training of controllers.

At first it may be helpful to select a mid-range skill level (say 5) and just
watch the aircraft as they move about the sector. This will give you an idea
of the various routings, aircraft speeds and what to expect generally. Of
course nothing will climb or descend.

When you start controlling, begin with a low skill level and work upwards.
Level 9 is virtually impossible to handle, and would be for even the best
real-life controller. Level 1 would represent a quiet winter's day whilst
level 7 would be a very busy summer's day at LATCC.

There are a few points, some of which may seem obvious, that will help you
to control your sector.

1   Two aircraft at least 5 miles apart on parallel headings will never
    meet.

2   Two aircraft on diverging headings will never meet.

3   A slower aircraft behind a faster one will never catch it up.

4   If two aircraft are approaching head on, one climbing, the other
    descending, then climb one to a certain level and descend the other
    to a level at least a thousand feet above it. When they have passed
    each other it is safe to continue to their final levels.

5   Never hand-off an aircraft until it is nearing its agreed level, is near
    your sector boundary and is clear of all other traffic.

6   Remember that once handed off you lose control of that aircraft
    and cannot alter its course again.

7   The only computer messages that are really necessary for
    controlling are LV, HD (or RT and LT) and HO (except for level 1). All
    the others are purely for convenience.

