Shareware Overload/ShartewareOverload.cdr/games/victor2.zip/VIC-INFO.DOC

Text File | 1991-07-20 | 42KB | 778 lines

  VICTOR: Flight Simulator Victor and Jet Airways Route Planner
  Version 2.11

  This VIC-INFO.DOC file supplements the Help pages available from
  within the VICTOR program itself.  It contains additional information
  about VICTOR and about the itineraries VICTOR produces.  You may wish
  to copy this file to your printer.

  You do not need to read this file in order to use VICTOR.  Type GO at
  the DOS prompt (with your original distribution diskette in the logged
  drive) to learn how to set up and start VICTOR.  Once you have VICTOR
  running, all the necessary help is available from within the program.

  In these documents, the word "VICTOR" (all caps) refers to this
  computer program (VICTOR: Flight Simulator Victor and Jet Airways
  Route Planner).  The word "Victor" refers to the low-altitude VOR
  airways.

  <VICTOR's PURPOSE>

  VICTOR is designed to make intermediate to long-distance Flight
  Simulator flights more interesting and more realistic.  Even the most
  detailed Scenery Disks contain too little scenery for real Visual
  Flight Rules (VFR) flying; unless you recognize an interstate highway,
  you need to use the VOR radio transmitters.  The charts that come with
  the Scenery Disks show only the VORs, the airports, and a few lakes
  and reservoirs.  So, all you can do is make a rough guess at the
  necessary course from one VOR to the next, point your Flight Simulator
  aircraft there, and wait.  And wait.  And slowly, slowly, the scenery
  rolls by.

  That is true unless you own, or have seen, some real aviation charts,
  published by the U.S. government or by Jeppesen Sanderson, Inc. in
  Englewood, Colorado.  If you do, you know that the airspace you are
  flying through in your Flight Simulator aircraft is full of invisible
  but very real markers, corridors, and boundaries. There are federal
  Low Altitude and High Altitude IFR (Instrument Flight Rules) airways,
  official highways-in-the-sky that connect the VORs.  There are
  Intersections, designated and named waypoints where airways cross or
  at other significant locations along the airways.  There are required
  minimum altitudes, which you had better know about if you want to
  survive to a ripe old age.  Since the required minimum altitudes
  change as you pass over VORs and Intersections, you need to know where
  you are.  Then there are designated Concentrated Student Pilot
  Training and Student Jet Training areas, as well as the MOAs --
  Military Operations Areas -- that it might be best to avoid unless you
  really know what you're doing.  (I'll avoid the student areas PERIOD,
  thank you.)

  You also have a problem if you want to fly across the borders of the
  sections of your Scenery Disk, or -- now you're really in trouble --
  from one Scenery Disk to another.  You have two charts, one containing
  the VOR over which you are now flying, the other a VOR to which you
  want to go.  What is the course you should fly?  With only the
  information you get with the Scenery Disks, you probably can't tell.

  Now for two confessions.  First, while the author owns a set of old
  charts, he is not a pilot.  The most real flying he has ever done was
  to make a clumsy turn or two behind the controls of a beautiful Grob
  sailplane, with the pilot sitting behind him talking him through it.
  He does have some friends who own and fly aircraft, and is indebted to
  them for some ideas in VICTOR, but real pilots using VICTOR -- NOT for
  real flying, of course, but for Flight Simulator fun!! -- will
  probably object that "it's not really exactly like this."  The author
  agrees, but thinks it works OK for Flight Simulator purposes.  Still,
  your comments and suggestions are welcome.

  The second confession is that the author is not a professional
  computer programmer either.  Building VICTOR has been fun, though, and
  it is hoped you will find VICTOR reasonably friendly and efficient.
  Still, that's a second reason why your comments and suggestions are
  valued.  (P.S.  Do register your copy, because the next version will
  be better, and you'll want to find out about it!)

  <REGISTRATION / SHAREWARE>

  What is meant by "register your copy"?  VICTOR is shareware, or user-
  supported software.  Shareware is a method of distributing computer
  programs based on these principles:

  1.  The value and utility of software can best be assessed by the
      user on his or her own system.

  2.  The creation of personal computer software should be encouraged
      and supported by the computing community.

  3.  The copying of programs for evaluation should be encouraged,
      rather than restricted.

  Under these principles, anyone may request a copy of user-supported
  software by sending a blank, formatted diskette to the author, along
  with a self-addressed, postage-paid return mailer.  A copy of the
  software and documentation will be placed on the diskette and sent by
  return mail.  Such software can also be obtained from a friend, a
  computer club, or a bulletin board.

  After you have had an opportunity to evaluate the software, you are
  trusted to forward registration payment to the author or to
  discontinue use of the software.

  Free distribution of software and voluntary payment for its use
  eliminates the normal costs of promotion and distribution.  Users
  obtain quality software at reduced cost.  They try it out before
  buying, doing so at their own pace, and in the comfort of their homes
  or offices.  The best programs will survive and thrive, based purely
  on their quality and usefulness.

  This honor system benefits the entire personal computer community. If
  you believe in these ideals, your cooperation is solicited to help
  make them work.

  If you have received a copy of VICTOR and have found it to be of
  value, your US$15 registration is requested.  Whether or not you
  register, you are encouraged to copy and distribute the unmodified
  program for evaluation by other users.  If you have already registered
  a previous version of VICTOR, though, you are still registered and no
  further payment is expected for version 2.11.

  Please send registrations and correspondence to the author:
  John C. Rabold, 9198 Skyline Boulevard, Oakland CA 94611, USA
  Please indicate your version number when registering and in all
  correspondence.

  <THE GATES LEARJET AND HIGH-ALTITUDE JET AIRWAYS>

  VICTOR supports Flight Simulator's Gates Learjet and other high-
  powered aircraft, which can reach high speeds and altitudes and can
  use the high-altitude Jet Airways.  The complete Jet Airways data are
  included in VICTOR's files.  The detailed examples which follow are
  from the low-altitude Victor Airways system, but the Jet output is
  identical in format and so needs no separate explanation.

  Jet routings are high (no lower than 18,000 feet) and are more direct
  than Victor routings, but cannot be used by aircraft that cannot reach
  these altitudes.  The Jet Airways incorporate far fewer VORs than do
  the Victor Airways, so they may not take you as close to your
  destination airport.  However, you would not want to arrive at your
  destination airport at 18,000 feet anyway.  If you're flying the
  Learjet, you should plan to drop out of the Jet Airways some distance
  away from your destination, and you should specify your Jet routing to
  VICTOR with this in mind.

  Note:  VICTOR conveniently ignores (among other facts) that to use the
  Jet Airways you would need to be in continuous radio contact with
  ground controllers.  I won't tell if you don't.

  <EXAMPLE OF VICTOR USE: FRESNO TO LAS VEGAS>

  Now, let's talk about what VICTOR can do.

  Suppose you live in Omaha, Nebraska, but you have Scenery Disk #3 from
  Sublogic (San Francisco, Los Angeles, Las Vegas), and you decide to
  fly your Flight Simulator propeller aircraft from Fresno, California,
  to Las Vegas, Nevada.  So you get out your San Francisco and Las Vegas
  Sectional charts from your Scenery Disk package.  You know you need to
  fly approximately east, and out there on the right edge of your San
  Francisco Sectional you see several VORs in addition to Fresno:
  Bishop, Friant, and Visalia.  Now you look on your Las Vegas chart at
  the VORs on the left edge, the direction from which you'll be coming:
  Mina, Coaldale, Beatty, Daggett.  What is the relationship between
  these two sets of VORs?  How are you supposed to get from the Visalia
  VOR to the Beatty VOR, for example?  You are, as they say these days,
  "clueless."

  So you get out a good road map of the western states, and you decide
  to fly from the Fresno VOR direct to Las Vegas on a course of, oh, say
  90°.  The Fresno Air Terminal is at 331 feet above sea level, and Las
  Vegas' McCarran International is at 2175, so maybe you'll fly at 5000
  MSL (feet above Mean Sea Level).  And off you go.  You know what? In
  your Flight Simulator aircraft, you'll eventually get there, since you
  made a good guess at the proper course out of Fresno, although it's
  guaranteed you'll make several trips to the refrigerator first, or
  maybe do a little gardening or shovel the snow off the front steps.
  Boring.

  The route you picked from Fresno to Las Vegas -- direct -- is actually
  a standard route used by commercial jet aircraft (well, they actually
  go through the nearby Boulder City VOR rather than Las Vegas).  If you
  try it in a real Cessna or Piper, you'll have several problems.  If
  you stay at 5000 MSL, you won't get very far east of Fresno before you
  turn into a tangle of crumpled metal and a fireball of aviation fuel.
  After crossing several very high ridges in the Sierra Nevada, the
  route passes almost directly over Mt. Whitney, at 14,495 feet above
  sea level the highest point in the contiguous states.  You hit the
  first ridge.  On your way to that ridge you will also pass directly
  through Foothill One MOA.  If you had seen the ground coming up below
  you and were able to climb to the necessary altitude, and had obtained
  the necessary Continental Control clearances for flying at that
  altitude, you would also have wandered through Complex Three MOA,
  Complex Four MOA, and Complex Four Alpha MOA.  It's not against the
  rules to fly through a MOA, but you're responsible for collision
  avoidance out there, and you might not like seeing a military jet
  coming at you at the speed of sound, having just terrorized some
  backpackers hiking through the Sequoia National Park wilderness.

  So it's a cold, cruel world out there.  Wouldn't it be comforting to
  be able to fly along an established route, and know where and when to
  turn and how high to fly?  Not as free and unstructured, perhaps, but
  it will keep you alive, and it's a lot more realistic, and since it
  will keep you busy it's also a lot less boring.  That's where VICTOR
  comes in.

  With VICTOR you will not need any real aviation charts to fly the
  Flight Simulator, because the necessary information is built into the
  program.  If you want to fly from Fresno to Las Vegas, just give
  VICTOR your beginning VOR, Fresno, and ending VOR, Las Vegas (Nevada).
  It will respond with a detailed itinerary, explaining point-to-point
  how to navigate a route along established federal VOR airways.  Here
  is what you get from VICTOR in this example:

  ...
  .            VICTOR: Flight Simulator Enroute Itinerary
  .          ** NOT TO BE USED FOR REAL WORLD NAVIGATION **
  .
  . Beginning trip at Fresno VOR on Scenery Disk 3
  . Ending trip at Las Vegas NV VOR on Scenery Disk 3
  .
  . Routing is via Victor (low-altitude) Airways.
  .
  . From Fresno VOR (112.9 FAT) to Friant VOR  (016NM)
  .    Turn to course 020°;
  .     proceed via Fresno R-020 from Fresno VOR (112.9 FAT)
  .    Maintain 5000
  .    Approaching Friant VOR (115.6 FRA) intercept Friant R-201
  .    Arrive Friant VOR (115.6 FRA)
  . From Friant VOR to CAINS Int  (017NM)
  .    Turn right to course 023°;
  .     proceed via Friant R-023 from Friant VOR (115.6 FRA)
  .    Climb and maintain 11000
  .    Arrive CAINS Int: Friant (115.6 FRA) 023° 17 DME
  . From CAINS Int to NICOL Int  (051NM)
  .    Climb and maintain 14300
  .    Arrive NICOL Int: Coaldale (117.7 OAL) 250°
  .                     /Bishop (109.6 BIH) 322°
  . From NICOL Int to Coaldale VOR  (043NM)
  .    Turn right to course 070°;
  .     proceed via Coaldale R-250 toward Coaldale VOR (117.7 OAL)
  .    You may descend and maintain 11500
  .    Arrive Coaldale VOR (117.7 OAL)
  . From Coaldale VOR to LIDAT Int  (042NM)
  .    Turn right to course 129°;
  .     proceed via Coaldale R-129 from Coaldale VOR (117.7 OAL)
  .    You may descend and maintain 11000
  .    Arrive LIDAT Int: Coaldale (117.7 OAL) 129°
  .                     /Tonopah (117.2 TPH) 181°
  . From LIDAT Int to Beatty VOR  (045NM)
  .    Turn right to course 130°;
  .     proceed via Beatty R-310 toward Beatty VOR (114.7 BTY)
  .    Arrive Beatty VOR (114.7 BTY)
  . From Beatty VOR to HIDEN Int  (059NM)
  .    Turn left to course 126°;
  .     proceed via Beatty R-126 from Beatty VOR (114.7 BTY)
  .    Climb and maintain 12000
  .    Arrive HIDEN Int: Beatty (114.7 BTY) 126°
  .                     /Las Vegas NV (116.9 LAS) 251°
  . From HIDEN Int to LUCKY Int  (009NM)
  .    Turn left to course 071°;
  .     proceed via Las Vegas NV R-251
  .     toward Las Vegas NV VOR (116.9 LAS)
  .    Arrive LUCKY Int: Las Vegas NV (116.9 LAS) 251°
  .                     /Beatty (114.7 BTY) 120°
  . From LUCKY Int to HARLS Int  (022NM)
  .    You may descend and maintain 10500
  .    Arrive HARLS Int: Las Vegas NV (116.9 LAS) 251° 11 DME
  . From HARLS Int to Las Vegas NV VOR  (011NM)
  .    You may descend and maintain 7000
  .    Arrive Las Vegas NV VOR (116.9 LAS)
  .
  .
  . Itinerary Summary
  .
  . Total distance: 315 NM
  . Highest minimum altitude: 14300
  ...


  Just a note here.  If you have copied this VIC-INFO.DOC file to your
  printer, or are looking at it on your screen with the VU text file
  viewer supplied on your VICTOR distribution diskette, you might see an
  unusual character just after many three-digit numbers, such as after
  the "251" in:      Las Vegas NV (116.9 LAS) 251° 11 DME
  That character should be a "degree" symbol (a little circle).
  However, not all printers use the same computer code for this symbol,
  and some can't print it at all.  VICTOR itself lets you adjust for
  this when you print VICTOR itineraries to your printer (see the
  information later in this document about using the file VICTOR.DEF),
  but for now please just bear with it if you have this problem.

  <ITINERARY DETAILS: FRESNO TO LAS VEGAS>

  Take a look at this example so you can see what it does.  At the top,
  it repeats your instructions to travel from Fresno to Las Vegas,
  Nevada, and reminds you that this is a Victor (not Jet) itinerary.
  The main part of the itinerary breaks your trip up into pieces.  The
  first piece (let's call it a "segment") is from the Fresno VOR to the
  Friant VOR.  After naming the Fresno VOR, VICTOR tells you its radio
  frequency and 3-letter ID.  It also tells you that the distance
  between these points is 16 nautical miles (NM).

  VICTOR does not attempt to give you departure instructions from the
  airport; you can do that on your own.  There are several excellent
  books on the market written for Flight Simulator pilots which describe
  the traffic pattern around airports (how to leave it on departure from
  the airport and enter it when you intend to land) and approaching
  airports under IFR (Instrument Flight Rules) conditions.  In
  particular, VICTOR's author recommends Charles Gulick's books (Flight
  Simulator Co-Pilot, copyright 1986, published by Microsoft Press, and
  40 Great Flight Simulator Adventures, copyright 1985, and its sequel,
  40 More Great Flight Simulator Adventures, copyright 1986, both
  published by Compute! Books) and a book by Jonathan M. Stern, Flying
  on Instruments with Flight Simulator, copyright 1987, also published
  by Compute! Books.  There are other very good Flight Simulator-related
  sources out there as well.

  VICTOR assumes, then, that you can get out of Fresno Air Terminal into
  the traffic pattern, depart the pattern, and climb up to altitude. Now
  VICTOR takes over.  Your first instruction is to turn to course 020°
  and to proceed via Fresno R-020 (that's the 20° radial) from the
  Fresno VOR (and its radio frequency is 112.9).  To stay on R-020, tune
  your NAV1 radio to 112.9 and your #1 OBI to 020/200 and follow the
  needle.  You are also to maintain at least 5000 (that's MSL -- feet
  above mean sea level) as you cross Fresno VOR and continue beyond
  (remember that ridge in the Sierra Nevada).

  Next, as you leave the Fresno VOR, tune your NAV2 radio to Friant VOR
  at 115.6, and your #2 OBI to 021/201 (you can approximate with 020/200
  or 022/202), because, you will note, as you approach Friant VOR you
  are to intercept Friant R-201.  Why R-201 when your course is 20°?
  Radials are numbered away from the VOR, and you're flying toward it.
  Subtract 180 from 201 and you'll see that a change in course of only
  one degree is required.  As you approach Friant, you may notice the
  needle on your #2 OBI centering.  As it does, intercept the Friant
  signal ahead of you, turning slightly as necessary to follow that
  needle, forgetting about the Fresno signal behind you on your #1 OBI.
  Keep that up for 16 NM and you'll be at Friant.

  From Friant VOR you go to something called "CAINS Int."  An "Int" is
  an intersection or waypoint in the sky.  These intersections are all
  given cute names of five letters (VICTOR adds a few ugly four-
  character intersections of its own, as explained later).  Intersec-
  tions are defined in two ways: at the point two specified radials of
  two different VORs cross, and/or at a specified DME reading from a
  specified VOR.

  VICTOR tells you that CAINS Int is 17 nautical miles (NM) away from
  Friant VOR on R-023.  So, as you cross Friant VOR, you turn to course
  023° (VICTOR tells you that this is to the right) and follow R-023 for
  17 NM.  However, the Sierra Nevada is looking closer and closer, and
  VICTOR notes you need to climb to (gulp!) 11000 MSL.  Wow.  Pull back
  on the stick a bit and apply full power.  When your DME equipment
  reads 17NM from Friant, you are at CAINS Int.

  To get to the next intersection, NICOL, you make no turns, so you
  continue to follow Friant R-023, but the Sierras are below, and beyond
  CAINS you need to climb on up to 14300 MSL.  How much fuel DID you
  take on at Fresno, anyway?  How will you know when you've reached
  NICOL?  VICTOR notes it is at the intersection of the 250° radial out
  of Coaldale VOR and the 322° radial from Bishop VOR.  To save you the
  trouble of looking them up, VICTOR tells you the frequencies of these
  two new (to you) transmitters.  So you can tune them in on your NAV
  radios, set your OBIs, and watch until the needles cross the center.

  Leaving NICOL for the Coaldale VOR, you need to make a sharp turn to
  the right but can allow your altitude to drop to 11500.  And so on.
  In summary, what you couldn't know by looking only at your Scenery
  Disk Sectional charts was that you should fly from Friant VOR on one
  chart to Coaldale VOR on the other.  Even more important, you couldn't
  know that you should not do this in a straight line and that you'd
  need to take on substantial altitude.

  By the way, the federal VOR airways you are using -- the ones for low
  altitude flying -- are identified with the letter "V" (which probably
  stands for VOR) and a number (just like Interstate 40 is called "I-
  40"), although the numbers aren't used in VICTOR.  In radio, letters
  are read phonetically ("Alpha Bravo Charley" and so on), and the word
  associated with "V" is "Victor."  That's probably why these low-
  altitude federal airways are called "Victor Airways."  (You left
  Fresno on "Victor Two Three Zero.")  Now you know where the name of
  this program comes from.

  At the end of the itinerary are two statistics you might find useful:
  the total distance and the highest minimum altitude.  Altitude can be
  both time and fuel (read $$$), and a longer route may be faster and
  cheaper if you can fly lower.  This route was 315 NM long, and you
  needed to reach 14300 MSL at at least one point, as you found out.

  <VARIATION: FRESNO - PALMDALE - LAS VEGAS>

  Well, you've had your Flight Simulator Cessna above 12000 feet before,
  and you know how sluggishly it handles up there, and the air currents
  above the Sierras can be tricky this time of year (lenticular clouds
  and all).  Stupendous Pilot is suddenly wondering if there might be an
  alternate route from Fresno to Las Vegas...

  VICTOR enables you to handle this requirement by allowing you to
  specify as many as 9 intermediate VORs between your beginning and
  ending points.  Check your Flight Simulator sectionals.  Why not try a
  routing through Palmdale, on the Los Angeles chart?  So you go to
  VICTOR and specify the route Fresno-Palmdale-Las Vegas (Nevada). And
  here is the result:

  ...
  .            VICTOR: Flight Simulator Enroute Itinerary
  .          ** NOT TO BE USED FOR REAL WORLD NAVIGATION **
  .
  . Beginning trip at Fresno VOR on Scenery Disk 3
  . Crossing Palmdale VOR on Scenery Disk 3
  . Ending trip at Las Vegas NV VOR on Scenery Disk 3
  .
  . Routing is via Victor (low-altitude) Airways.
  .
  . From Fresno VOR (112.9 FAT) to EXTRA Int  (045NM)
  .    Turn to course 123°;
  .     proceed via Fresno R-123 from Fresno VOR (112.9 FAT)
  .    Maintain 3500
  .    Arrive EXTRA Int: Fresno (112.9 FAT) 123°
  .                     /Friant (115.6 FRA) 142°
  . From EXTRA Int to Porterville VOR  (026NM)
  .    Turn right to course 143°;
  .     proceed via Porterville R-323 toward Porterville VOR (109.2 PTV)
  .    Arrive Porterville VOR (109.2 PTV)
  . From Porterville VOR to WRING Int  (025NM)
  .    Turn right to course 147°;
  .     proceed via Porterville R-147 from Porterville VOR (109.2 PTV)
  .    Climb and maintain 5000
  .    Arrive WRING Int: Porterville (109.2 PTV) 147°
  .                     /Bakersfield (115.4 BFL) 065°
  . From WRING Int to AMONT Int  (021NM)
  .    Climb and maintain 7800
  .    Arrive AMONT Int: Bakersfield (115.4 BFL) 121°
  .                     /Lake Hughes (108.4 LHS) 329°
  . From AMONT Int to FISCH Int  (033NM)
  .    Turn left to course 121°;
  .     proceed via Bakersfield R-121 from Bakersfield VOR (115.4 BFL)
  .    Climb and maintain 10000
  .    Approaching Palmdale VOR (114.5 PMD) intercept Palmdale R-299
  .    Arrive FISCH Int: Palmdale (114.5 PMD) 299°
  .                     /Lake Hughes (108.4 LHS) 050°
  . From FISCH Int to Palmdale VOR  (014NM)
  .    You may descend and maintain 5000
  .    Arrive Palmdale VOR (114.5 PMD)
  . From Palmdale VOR to BASAL Int  (060NM)
  .    Turn left to course 067°;
  .     proceed via Palmdale R-067 from Palmdale VOR (114.5 PMD)
  .    Climb and maintain 7500
  .    Arrive BASAL Int: Daggett (113.2 DAG) 214°
  .                     /Palmdale (114.5 PMD) 067°
  . From BASAL Int to Daggett VOR  (018NM)
  .    Turn left to course 034°;
  .     proceed via Daggett R-214 toward Daggett VOR (113.2 DAG)
  .    Arrive Daggett VOR (113.2 DAG)
  . From Daggett VOR to CLARR Int  (060NM)
  .    Turn left to course 031°;
  .     proceed via Daggett R-031 from Daggett VOR (113.2 DAG)
  .    Climb and maintain 9500
  .    Arrive CLARR Int: Las Vegas NV (116.9 LAS) 211° 36 DME
  . From CLARR Int to Las Vegas NV VOR  (036NM)
  .    Arrive Las Vegas NV VOR (116.9 LAS)
  .
  .
  . Itinerary Summary
  .
  . Total distance: 338 NM
  . Highest minimum altitude: 10000
  ...

  If you look at the VORs this itinerary crosses and refer to your
  Flight Simulator sectional charts, you'll see that it goes southeast
  from Fresno onto the Los Angeles sectional, where you'll find
  Porterville, Palmdale, and then Daggett, northeast of Palmdale. From
  Daggett you fly direct to Las Vegas.  The Sierra Nevada has been
  avoided by bypassing it to the south, and you'd need reach only 10000
  MSL.  This route is a bit longer, though.

  Note that, because it uses established airways, VICTOR doesn't have to
  fly through the Visalia, Bakersfield, Gorman, or Lake Hughes VORs.
  The route chosen is always going directly toward or away from a
  transmitter, but can save miles by not actually crossing them if not
  necessary.

  When you didn't specify an intermediate VOR, why did VICTOR select the
  trans-Sierra route rather than the one through Palmdale or some other
  route?  VICTOR uses a very simple algorithm (set of decision rules) to
  decide where to go, always trying to minimize the overall distance
  from where it is to the next specified (intermediate or final)
  destination.  It is, however, like a chess player who ponders only the
  results of the next move without considering its long-term effects.
  So, VICTOR does NOT NECESSARILY find the BEST route between your two
  points.  That is why VICTOR gives you the power to "fiddle" with the
  results by specifying intermediate VORs.

  <GLOSSARY OF VICTOR ITINERARY TERMS>

  Here's a glossary of statements used by VICTOR in its itineraries:

  ..
  . "From Beagle VOR (116.9 ZBG) to WOOFI Int (012NM)"
  .       This line introduces the flight "segment" from Beagle VOR to
  .       WOOFI Intersection.  Beagle's NAV radio frequency is 116.9;
  .       its 3-letter ID is ZBG (you would need the 3-letter ID to
  .       input Beagle into VICTOR).
  .
  . "Turn to course 120°;
  .   proceed via Beagle R-120 from Beagle VOR (116.9 ZBG)"
  .       Upon crossing Beagle VOR, you should turn your aircraft so
  .       your COURSE is 120 (COURSE differs from HEADING, shown on your
  .       compasses, because you need to adjust for crosswinds).  You
  .       should fly on R-120 (radial 120) away from Beagle, which means
  .       you should tune Beagle VOR on a NAV radio, set that radio's
  .       OBI to 120/300, and keep the OBI needle centered as you fly.
  .       Note: when you are traveling away from a VOR on one of its
  .       radials, the radial number and your course will agree.
  .
  . "Maintain 5000"
  .       You should cross at 5000 feet above mean sea level (MSL),
  .       which is what shows on your altimeter, and stay at that
  .       altitude until notified otherwise.
  .
  . "Arrive WOOFI Int: Beagle (116.9 ZBG) 120°
  .                   /Setter (111.0 ZTR) 036°"
  .       This signifies the end of this "segment" of travel; you have
  .       arrived at the next waypoint, which in this case is an
  .       Intersection.  This intersection can be identified as the
  .       point at which specified radials from two specified VORs
  .       cross, in this case the 120 radial from Beagle and the 036
  .       radial from Setter.  To determine when you arrive at this
  .       intersection, tune one NAV radio to Beagle and its OBI to
  .       120/300 (as it should already be), and the other NAV radio to
  .       Setter (at 111.0) and its OBI to 036/216.  When both needles
  .       are centered, you're at WOOFI.
  .
  . "From WOOFI Int to SNARL Int (036NM)"
  .       This line introduces the next flight segment, which is 36
  .       nautical miles long.
  .
  . "Turn right to course 148°;
  .   proceed via Poodle R-328 toward Poodle VOR (103.9 ZDL)"
  .       Upon crossing WOOFI Int, turn right until your course is 148.
  .       Tune one of your NAV radios to 103.9, and set the OBI to
  .       148/328.  You may need to turn left or right and fly for a
  .       while on a different course until you are on the Poodle 328
  .       radial.  Note: when you are traveling toward a VOR on one of
  .       its radials, the radial number and your course will differ by
  .       180.
  .
  . "Climb and maintain 6000"
  .       Upon crossing WOOFI Int, climb to 6000 feet as soon as
  .       possible, but arrive at 6000 feet no more than 25 miles after
  .       crossing WOOFI Int.
  .
  . "Arrive SNARL Int: Schnauzer (107.6 ZSZ) 290°
  .                   /Dachshund (108.3 ZDD) 054°"
  .       This Intersection is like the previous one except that neither
  .       of the referenced VORs is one we have been tracking.  Since we
  .       were directed to fly toward SNARL along a radial from Poodle,
  .       that radial must also intersect SNARL.  Therefore, we need
  .       select only one of the two listed VORs (Schnauzer or
  .       Dachshund) to confirm arrival at SNARL.  (In other words,
  .       Poodle R-328 can be substituted for either Schnauzer R-290 or
  .       Dachshund R-054.)
  .
  . "From SNARL Int to TEETH Int (020NM)"
  .       This line introduces the next flight segment, which is 20
  .       nautical miles long.
  .
  . "Turn left to course 110°;
  .   proceed via Schnauzer R-290 toward Schnauzer VOR (107.6 ZSZ)"
  .       Upon crossing SNARL Int, turn left to a course of 110.  Tune
  .       one of your NAV radios to 107.6, and set the OBI to 110/290.
  .       You may need to turn left or right and fly for a while on a
  .       different course until you are on the Schnauzer 290 radial.
  .
  . "You may descend and maintain 3000"
  .       You are allowed to descend to 3000 feet after crossing SNARL
  .       Int, but you don't have to.  If your itinerary shows that you
  .       will need to climb again a little further on, you may well
  .       wish to remain at your current altitude.
  .
  . "MEMO: ZSZ VOR ahead on itinerary is on Scenery Disk 15"
  .       This is a warning that you are about to cross into territory
  .       covered by a different Flight Simulator Scenery Disk.  When
  .       that occurs, Flight Simulator will access the disk and you
  .       will (probably) lose contact with the VORs to which your NAV
  .       radios are tuned.  To continue, swap Scenery Disks using the
  .       procedure which works on your computer hardware.  Note: no
  .       memo will appear with respect to the San Francisco Star Disk.
  .
  . "Arrive TEETH Int: Schnauzer (107.6 ZSZ) 290° 11 DME"
  .       The waypoint at the end of this "segment" of travel is again
  .       an Intersection.  This intersection can be identified as the
  .       point a specified number of miles from a VOR along a specified
  .       radial.  In this case, TEETH is 11 nautical miles from the
  .       Schnauzer VOR (as measured by your Distance Measuring
  .       Equipment, or DME) along the 290 radial.  To determine when
  .       you arrive at this intersection, tune NAV radio #1 (the only
  .       one with DME) to Schnauzer and its OBI to 110/290.  When the
  .       OBI needle is centered and your DME reads 11.0, you're at
  .       TEETH.
  .
  . "From TEETH Int to Schnauzer VOR  (011NM)"
  .       This segment is 11 miles long, which makes sense because TEETH
  .       is defined as 11 DME from Schnauzer.
  .
  . "Arrive Schnauzer VOR (107.6 ZSZ)"
  .       This segment ends at a VOR.  No maneuvering was necessary
  .       between TEETH and Schnauzer.
  .
  . "From Schnauzer VOR (107.6 ZSZ) to Dalmatian VOR  (056NM)"
  .       This segment begins and ends at a VOR.
  .
  . "Turn right to course 115°;
  .   proceed via Schnauzer R-115 from Schnauzer VOR (107.6 ZSZ)"
  .       This instruction is similar to previous ones.
  .
  . "Approaching Dalmatian VOR (115.6 ZDL) intercept Dalmatian R-340"
  .       This instruction signifies that you will need to change
  .       courses enroute as two radials cross, but there will be no
  .       identified intersection at that point.  Tune Schnauzer on one
  .       NAV, with its OBI at 115/295, and Dalmatian on the other NAV,
  .       with its OBI at 160/340.  While flying away from Schnauzer
  .       along Schnauzer R-115, you will cross Dalmatian R-340.  At
  .       this point, turn right to course 160° and proceed along
  .       (intercept) Dalmatian R-340 toward Dalmatian VOR.
  .
  . "Arrive Dalmatian VOR (115.6 ZDL)"
  .       This segment also ends at a VOR.
  ..

  <DISCREPANCIES BETWEEN VICTOR, FLIGHT SIMULATOR, AND REALITY>

  Although Flight Simulator gives a pretty good representation of the
  physical separation of its airports, transmitters, and landmarks,
  there are some notable inaccuracies relative to "reality."  For
  simplicity, VICTOR follows reality more closely than it does Flight
  Simulator in most respects.  Therefore, you may find occasions when
  you do not see things VICTOR tells you will be there, or you end up in
  a position relative to a transmitter different from what VICTOR tells
  you to expect, and so on.

  Users of VICTOR should NOT under any circumstances use any part of
  VICTOR for real-world navigation.  VICTOR's data is necessarily out of
  date and incomplete.  VICTOR's author cannot be held responsible for
  such misuse of VICTOR.

  Here are some areas in which VICTOR differs from reality (this is not
  a complete list):  Some Victor and Jet Airways are omitted; they are
  airways which VICTOR would never have selected anyway.  Some
  relatively small changes in required minimum Victor Airways altitude
  are omitted; VICTOR uses a higher-than-necessary altitude in such
  cases.  Along some routes there is in reality an acceptable lower
  minimum altitude which the FAA indicates will maintain the required
  terrain clearance but may not permit acceptable NAV radio reception;
  VICTOR generally ignores these and uses the higher minimum altitude.
  Some VORs have minimum crossing altitudes; VICTOR ignores them.  There
  are a very few intersections which have no names but which need a name
  for VICTOR's data-handling purposes, so VICTOR adds its own 4-
  character names, with the fourth character a digit.  Some real VORs
  are omitted from Flight Simulator; VICTOR turns some of these into
  Intersections (again, with a digit as the fourth character) and makes
  some other minor modifications in airway magnetic alignments to allow
  VICTOR to deal with them (still, you may lose radio contact out
  there!).

  Here are some areas in which VICTOR differs from Flight Simulator:  In
  reality, the enroute charts inform the pilot that he or she can depart
  a VOR at a specified course and intercept a specified radial from a
  nearby VOR when it comes into range; in Flight Simulator, the world is
  "warped" a bit and these interceptions aren't smooth - you will find
  that you have to jog to the left or right to intercept an upcoming VOR
  when VICTOR will imply you shouldn't have to; this is particularly
  obvious when Flight Simulator accesses the disk to overlay a new area
  of scenery.  There are in Flight Simulator some serious "black holes"
  or "Bermuda Triangles" in which you lose touch with all VORs, even
  those that are supposed to be nearby; VICTOR will imply that you have
  radio contact; in such situations, you can still rely on VICTOR's
  mileage numbers between intersections, your cockpit clock, and your
  groundspeed estimate (given your airspeed and wind): when you judge
  you are at the intersection, make the turn...and hope you will soon
  reemerge from hyperspace.

  <DATA AND PROGRAM BUGS IN VICTOR>

  The author has tried to eliminate all bugs through thorough testing,
  but some will no doubt have escaped attention.  If an error occurs
  during your use of VICTOR that causes the program to halt, an error
  code and related information should be shown on the screen.  If this
  occurs, and you yourself don't know why it happened, the author would
  appreciate it very much if you would let him know by postcard.

  Less severe errors in VICTOR's data no doubt exist, although most have
  been eliminated by means of validation tests.  Here is a short list of
  things that may possibly appear in your itineraries and some comments
  on each:

  1. Wandering or detouring itineraries.  Constraints built into
  VICTOR's flight planning algorithm may rarely cause an itinerary to
  turn off in a wrong direction and wander around in loops.  This
  sometimes means that you have asked VICTOR to plot a course across or
  near territory it does not cover.  VICTOR may be able to negotiate
  around the edges, but sometimes fails.  You may also encounter
  detouring, in which the itinerary doesn't loop but does avoid what
  would seem to be an obvious path.  Some detouring occurs for a good
  reason, such as high terrain, oceans(!), or MOAs.

  You can detect wandering or detouring most easily by using VICTOR's
  Sketch map feature, which sketches a simplified map of your itinerary
  on your screen (if you have a text-only monitor you will get an error
  message if you try to use Sketch map).

  In other cases, VORs can be approached on the Victor or Jet Airways
  from only one direction, and VICTOR may be unable to find it if
  approaching from the opposite direction.  In the Jet Airways, routes
  often bypass several VORs, so you can overshoot your destination.

  You can usually solve these problems easily enough by specifying one
  or more appropriate intermediate VORs.  The Sketch map feature is
  helpful for suggestions of intermediate VORs to try in such cases.

  2.  Grossly inaccurate radial references to VORs.  If VICTOR should
  tell you that from your location you should be on the 100° radial from
  XYZ VOR, and your OBI reads 140°, that's a problem the author would
  like to know about, since he believes all such have been fixed.
  However, if your OBI reads 280°...think again!  To the OBI, 100° and
  280° are the same thing except for the TO/FROM flag.

  3.  References to out-of-range or unavailable VORs.  Example:  SNARL
  Intersection is defined as "Schnauzer (107.6 ZSZ) 290°/Dachshund
  (108.3 ZDD) 054°, but as you approach it flying away from Schnauzer,
  Dachshund VOR never comes in; your OBI reads "OFF."

  In the Victor system, these lapses will generally be due to
  shortcomings in Flight Simulator, but the author hopes to have VICTOR
  compensate for them.  In some cases, Flight Simulator's VORs remain
  out of range until you are almost on top of them, when in reality,
  pilots are depending on them dozens of miles away.  The author has
  eliminated many of these situations, but some still exist.  It would
  be appreciated if you would notify the author by postcard of such
  problems in the Victor (low-altitude) Airways.

  In the Jet system, little can be done.  Segments between VORs are very
  long, and the aviation charts indicate gaps in navigational reception
  for real high-altitude aircraft, too.  Flight Simulator's VORs seem to
  go out of range more quickly than the real VORs do, however.

  <PRINTING THE DEGREE SYMBOL  ° >

  VICTOR includes the file VICTOR.DEF.  Among other things, this file
  enables you to specify the ASCII character your printer prints as a
  degree symbol (the little circle "°").  As supplied, the file contains
  a line which reads DEGSYM=248.  If your printer prints a character
  other than a degree symbol for ASCII character 248 (as in " Turn right
  to course 115° "), find the ASCII code for this symbol in your printer
  manual (the code will be a number between 128 and 255) and make the
  substitution in the file.  If your printer won't print the degree
  symbol or anything like it, you might use 111 (the letter "o" will
  print) or 32 (a space).  You can use any text editor to make this
  change.


  <LIMITED LICENSE>

  NOTICE:  VICTOR is a proprietary software product of John C. Rabold.
  Limited license is granted to users of this product to reproduce or
  transmit the software on a private, non-commercial basis for the
  purpose of evaluation by prospective users.  This license explicitly
  excludes:

  1.  distribution in a modified form.

  2.  distribution for consideration other than media or handling
      costs.

  3.  distribution in connection with any other product, except with
      the express written consent of the author.

  <end of file>