home
***
CD-ROM
|
disk
|
FTP
|
other
***
search
/
Game Killer
/
Game_Killer.bin
/
007.747WORLD.DOC
< prev
next >
Wrap
Text File
|
1992-03-24
|
54KB
|
940 lines
JETSET OR 747WORLD MANUAL
The documentaion which follows was originally published in the
November, 1982 issue (v7,n11) pp. 272 of BYTE Magazine. It is
reproduced here (with slight modification to account for figures not
reproducible here) so that those of you who no longer can locate this
issue may enjoy this excellent program... Russ McCallister, P.O.Box
79, River Forest, Illinois 60305 - September 1983 747 or JETSET as it
was named by the author offers the adventure of piloting a jet
aircraft minus the jet lag and the risk. The program name JETSET is
an acronym for the Jet Simulator Electronic Trainer. You will
manoeuver an aircraft through the three stages of flight--take-off,
cruising, and landing--in less than ideal conditions. The program
originally written for the TRS-80 Model II, uses the keyboard and
screen to make a personal computer version of a commercial flight
simulator. To make JETSET or 747WORLD a realistic simulation,
everything the pilot does in this program must be coordinated with an
instrument panel displayed on the computer screen. In addition, the
pilot must follow the actual procedures required when flying in
near-zero visibility. A plane flown in such inclement weather must
proceed according to Instrument Flight Rules (IFR) established by
government, and the pilot must be specially trained and certified to
fly ON INSTRUMENTS. This information is incorporated into the JETSET
or 747WORLD program.
NOTE: The following modifications have been made by Jean-Pierre
Bernier in 1988, 1990 and 1992 and are included in 747WORLD:
-Integration of take-off and cruise.
-Possibility to fly all over the world except near the poles.
-Take-off from many airports.
-Possibility of changing altitude, latitude and longitude any
time by typing C except during take-off.
-After missed approach resume flying.
-Random speeds of winds at take-off, cruise and landing.
-Stall conditions in cruise.
-After touch-down use of the brakes (after Rev. Thrust).
-Informations on winds.
-Above 10000 feet decrease of the rate of climb.
-It is not necessary to reset the clock at 7:59 am. This was
provided because the basic fonction TIMER resets the elapsed
time in seconds at midnight.
With a PC running at 4.77 MHz it is very difficult to enjoy flying
with the 747WORLD.BAS program. The uptake delay is 4 seconds. The
compiled version 747WORLD.EXE is necessary and the uptake delay is
less than 1 second. The following text is a modification of the
original one with additions and some changes.
COMPUTER SIMULATED FLIGHT
The JETSET or 747WORLD Program lets the pilot activate the control
surfaces of the jet aircraft, adjust engine thrust, and tune
navigational radio equipment by pressing a set of keys. (See Table 1.)
The program responds to the keypress commands by adjusting aircraft
attitude to match the control surfaces and updating the instrument
panel display in less than one second as the trajectory of the
jetliner is tracked through space by the computer.
The jet instrument panel gives the pilot all the flight information he
needs to take off, navigate, and land an aircraft using standard
flight procedures and the radio facilities established for modern-day
flying. The panel functions reveal what the aircraft is doing and
where it is located, so that after a short period of training the
pilot knows instinctively how to scan and interpret the panel data.
Position tracking, a vital ingredient in the simulation, is performed
in real time to keep the flight situation up to date. Although the
pilot completely controls the motion of the jet, wind forces that vary
with altitude can influence the flight. The program uses an
analytical combination of jet and wind motion to solve the "wind
triangle" that is formed whenever an aircraft is aloft and moving
through layers of air. The wind-triangle solution yields the "true"
motion of the jet relative to the earth's surface.
When the simulation begins, the jetliner is poised for take-off on the
runway of the airport choosen on the starting menu. The geographic
coordinates of the VOR of the choosen airport mark the starting point
of flight. The computer fixes this initial position in memory and
cranks out a new longitude and latitude about 60 times a minute. The
pilot controls the path of the jet during the take-off roll down the
runway because there is a wind drift when the speed of the jetliner is
above 50 knots. If everything is done correctly in the cockpit, this
path will lead to a take-off with room to spare.
Once airborne, the jet is tracked against a grid of meridians and
parallels, an involved computation that requires the program to used
spherical trigonometry because of the earth's curved surfgace. Because
the geographic coordinates of airports and radio beacons are stored in
the computer's memory, a comparison of positions yields the
information needed to update the insrument panel the pilot uses to
navigate.
An instrument landing, the trickiest part of any actual flight, is
also the most complex operation for the computer to simulate. This
type of landing requires a programmed geometry to simulate the
Instrument Landing System (ILS) pattern formed by special radio beams.
These beams, which converge at the landing end of a runway, deflect an
indicator on the instrument panel of the landing jet and give the
pilot an exact path to follow during the final approach to the
airport.
Because JETSET or 747WORLD knows precisely where the pilot is telling
the plane to go, the program will continue to run until the jet lands
safely and rolls to a halt or until the flight ends in disaster. When
the simulation has ended, for whatever reason, JETSET or 747WORLD
provides a complete report of the pilot's performance. The report
includes the landing location of the plane-whether on or off the
runway-to the nearest foot, and in case of pilot error a description
of the error and the likey damage to the aircraft.
TABLE 1
KEYBOARD KEYS, DEFINITIONS AND FONCTIONS
----------------------------------------------------------------------
KEY DEFINITION FUNCTION
----------------------------------------------------------------------
F THRUST INCREASE* INCREASES POWER TO JET ENGINES.
S THRUST DECREASE* DECREASES POWER TO JET ENGINES.
Q THRUST REVERSE REVERSES ENGINE THRUST AFTER TOUCH-DOWN.
D PITCH DOWN* LOWERS NOSE OF AIRCRAFT (DEGREES).
U PITCH UP* LIFTS NOSE OF AIRCRAFT (DEGREES).
\ PITCH CANCEL IN CRUISE SETS NOSE TO LEVEL FLIGHT.
\ FLARE UP IN ILS:TO BE USED WHEN RADAR READS 50 FEET.
, < RUDDER LEFT* INCREASES RUDDER LEFT BY ONE INCREMENT.
. > RUDDER RIGHT* INCREASES RUDDER RIGHT BY ONE INCREMENT.
/ RUDDER CANCEL IN CRUISE RETURNS RUDDER TO CENTER POSITION.
L FLAPS RAISES AND LOWERS WING FLAPS.
W WHEELS RAISES AND LOWERS LANDING GEAR.
B BREAKS RELEASES WHEEL BRAKES FOR TAKE-OFF.
AFTER LANDING TO APPLY OR RELEASE BRAKES TO
REDUCE THE SPEED ON THE RUNWAY.
M MISSED APPROACH SIGNALS AN ABORTED ILS LANDING ATTEMPT.
THE PROGRAM RETURNS TO VOR. TO CONTINUE IT
IS NECESSARY TO APPLY POWER AND TO CLIMB.
V VOR FREQUENCY TUNE INPUTS A FREQUENCY TO VOR RECEIVER.
R VOR RADIAL SELECT SELECTS A RADIAL VALUE FOR NAVIGATING .
A VOR AUTO SELECT AUTOMATICALLY ROTATES RADIAL SELECTOR DIAL.
C IN CRUISE CHANGES ALTITUDE, LATITUDE AND LONGITUDE.
NOTES:
1. The CAPS LOCK key must be engaged throughout the simulation.
2. Keys < and > are in fact , and . without SHIFT.
3. During take-off keys L B F < > U W S are used.
4. During take-off < > control the nose wheel when the airspeed
exceeds 50 knots. Key / has no effect.
5. An asterisk (*) identifies keys that may be typed additional
times to increase their control function.
6. In ILS, after touch down, it is necessary to apply reverse
power ( Q key ) to reduce the speed. The brake ( B key ) can
also be used.
TABLE 2
INSTRUMENT PANEL LEGEND
------------------------------------------------------------------------
INSTRUMENT UNITS FUNCTION
------------------------------------------------------------------------
FUEL pounds, % fuel aboard (in pounds and percentage full).
VHF MHz communications channel.
THRUST position of engine thrust levers.
PITCH attitude of aircraft.
DEG degrees angle of pitch, measured from horizontal.
COMPASS degrees compass heading of aircraft (direction of
nose).
AIRSPEED knots aircraft velocity through the air.
VERT SPEED feet/minute rate of climb or descent.
ALTITUDE feet altitude above the ground.
CLOCK hr.min.sec time of day (local).
VLF OMEGA degrees,min aircraft position (latitude and longitude).
RUD rudder angle.
FLAPS flaps position.
WHEELS landing gear position.
BRAKE position of wheel brakes.
VOR MHz frequency to which VOR receiver is tuned.
RANGE status of VOR receiver.
RADIAL degrees value of selected radial (needle moves along
window directly above radial).
DME nautical miles distance to VOR ground station.
RADAR ALT feet aircraft elevation during final approach.
MARKER turns on when flying directly over the ILS
outer and middle marker beacons.
ILS pair of needles that deflect according to
aircraft position in ILS radio cone.
STALL indicator on with sound on a stall condition in cruise,
also in ILS when the plane touches the
runway. It signals the time to apply reverse
thrust with the Q key (this turns the
indicator and sound off).
NOTES:
-When in ILS it is not possible to return to VOR unless we do
a missed approach (any time in ILS).
-The program permits stall conditions with the flaps down. In
a stall the the airspeed is too low, then the nose drops and
the plane looses altitude. The best action is to increase
power with the F key and to level up. If with the nose down
the plane gains enough airspeed, levelling up may be
satisfactory.
TAKING OFF
When you call JETSET or 747WORLD a list of airports is displayed. After
choosing the airport, a message authorizing a take-off is displayed.
The pilot aknowledges by pressing F9. Random numbers are generated for
the speeds of winds on the runway, in altitudes and later during
landing. Let choose PHILADELPHIA to take off. The screen will then
display the upper section of the jet instrument panel and a
perspective view of the runway as it would appear from the cockpit. At
this point the jet is parked in the take-off position with its engines
idling, ready to go when its brakes are released.
To prepare for take-off, lower the flaps (L key) and check the panel
FLAP indicator. A down position shows that the wing flaps are now
extended. The flaps provide the vital extra lift needed during landing
and take-off, when the jet airspeed is marginal. Next, release the
wheel brakes (B key). The jet will begin to move slowly because the
engines are idling at only a fraction of their rated power or thrust.
To apply full take-off power, press the "F" key and watch the THRUST
lever indicator move to its maximum forward position. The program
will now apply acceleration to gradually bring the jet up to its rated
take-off speed, 150 knots (173 mph).
As momentum builds, the AIRSPEED indicator begins to register. The
jet begins its take-off roll down the 10,500 foot runway. Soon
afterward, the COMPASS indicator begins to deflect from its 075
degree reading as the jet is hammered by gusts of wind sweeping across
the runway. This is a busy time in the cockpit because you must
carefully steer the jet along the 200-foot-wide runway strip as you
come up to take-off speed. A sliding arrow at the base of the runway
graphic shows how far the jet is wandering from the runway centerline.
Use the rudder keys (< and >) to steer the jet via its nose wheel
whenever this arrow veers away from the center position. The arrow
will shift left or right whenever the compass reading deviates from
the 075 degree direction of the runway. Careful steering, then is an
exercise in coordinating both keys with the compass reading and the
runway graphic (each press of a rudder key alters the direction of
travel by one degree).
Assuming that the jet doesn't veer off the runway (which would end the
flight), you must be ready to execute the lift-off manoeuver when the
airspeed indicator reaches 150 knots, at which point you press the "U"
key once, and once only, to tilt the nose up 10 degrees. The jet will
lift off just before the end of the runway moves to the bottom of the
screen with the horizon line.
Immediately following the lift-off, you must execute a three-step
sequence to gain altitude promptly:
1. raise the landng gear (W key) to reduce "drag" (air friction).
2. retract the wing flaps (L key).
3. reduce the thrust (S key) to attenuate engine noise- in
accordance with federal antinoise regulations-as the jet passes
over metropolitan Philadelphia.
You must perform this sequence in the above order because the three
keys are software-interlocked. In addition, you must complete the
three steps before the ALTITUDE indicator reads 1200 feet. If you do
everything correctly, the screen will erase to indicate a successful
take-off and a display of the complete instrument panel will appear.
Takeoff Mishaps
JETSET or 747WORLD doesn't introduce random flight emergencies, but the
simulation will abort with a grim message if you mishandle the jet.
Using the built-in program specifications of a Boeing 747, the
equations of motion dictate that it takes ABOUT 63 seconds to reach
take-off velocity (150 knots) after full engine thrust is applied.
During this interval, the accelerating jet uses up about 78 percent of
the two mile runway.
This equation of motion establishes the safe take-off envelope for the
simulation. You must use the "U" key promptly once when the airspeed
reaches 150 knots. If you hesitate for another ten seconds, it will
be too late, the jet will simply charge down the runway at 172 knots,
plunge into the marchlands beyond, and...you get the picture.
The anxious pilot who pulls the nose up too sharply at lift-off time
(by pressing the "U" key more than once) also comes to grief. The
abort message will point out that the tailend of the fuselage has
struck the runway; the aft end of a 747 will clear the ground by only
a few feet during normal take-off. Most important, as pilot you must
always remember to lower the wing flaps before you attempt to take off
in a 400-ton jet, even in a simultation.
MANOEUVERING
Following the take-off, the jet slowly gains altitude as it passes
over central New Jersey and heads toward the Atlantic coast. None of
this geography is visible, of course, because of the blanket of clouds
below. At this point, you must navigate the jetliner entirely on
instruments until it's just a few hundred feet from the point of
landing at the destination airport, wherever that may be.
This lesson will give you a "feel" for the controls and show you how
they relate to the instrument panel functions. (See table 2 for
controls list.) The PITCH indicator shows that the nose is tilted
upward (positive pitch) at an angle of 10 degrees. With the current
position of the THRUST lever, the jet is gaining altitude at the rate
of about 6330 feet per minute (VERTICAL SPEED). Press "\" or the "D"
key twice to level the nose to a zero-degree pitch. The AIRSPEED will
now increase. VERTICAL SPEED will become zero, and the ALTITUDE will
remain constant.
The "U" and "D" keys, which correspond to motion of the pilot's
control stick, are used to climb or descend to a new altitude. Each
press of the "D" key pushes the nose down another 5 degrees (with
flaps up) , causing a rapid loss of altitude as both airspeed and
vertical speed build up. Regardless of the manoeuver--climbing or
diving--you should always use the "\" key to quickly level off the jet
when the ALTITUDE readout reaches the desired value.
You can steer the jet to a new COMPASS course by pressing the keys
that control rudder angle. Press the "," (<) key once to begin a slow
turn to the left and watch both the COMMPASS and the rudder-angle
indicator (RUD). Each additional push of the rudder key will make the
angle more acute, causing the COMPASS to swing faster as the rate of
turn increases. Always use the rudder-cancel key (/) to stop further
turning as soon as the COMPASS indicates the desired course.
You can adjust AIRSPEED by moving the thrust level forward or backward
(F and S keys) one step at a time. Each tap of the key shifts the
position of the arrow displayed on the THRUST indicator and alters the
AIRSPEED reading. The 747 normally cruises at 540 knots, and for a
given thrust setting the AIRSPEED indicator will drop back during a
climb and increase during descent.
With the 747WORLD.BAS version, since the instrument response time is 4
seconds, you must delay consecutive applications of the stick or
rudder keys until the panel instrument readings catch up. With the
compiled version the delay is less than 1 second. The jet will
automatically level off when it reaches an altitude of 45,000 feet; a
dive to ground level while cruising however, will abort the flight
with a simulated crash.
In a plane, the VLF OMEGA indicator is part of an electronic subsystem
that receives and correlates specially phased, very low-frequency
radio waves. These waves, which propagate over great distances, are
processed in the airborne receiver to give the pilot a continuous
display of the changing position of the aircraft. The JETSET or
747WORLD simulator tracks aircraft motion as the sum of two vectors:
aircraft movement relative to the wind (compass heading and airspeed)
and wind movement relative to the earth's surface. As a result of this
tracking, the longitude and latitude displayed by the OMEGA readout
can fix the exact geographic position of the jet as it is manoeuvered
through computer-simulated winds. This process results in an
effective real-time simulation of the actual OMEGA system.
Although the longitude and latitude displayed on the OMEGA indicator
may be used along with any chart or road map to check the progress of
the simulated flight, the actual OMEGA system is normally used for
flying between continents. For short-range and cross-country flights,
most aircraft-and the JETSET or 747WORLD simulator-rely on a more
convenient system known as VOR (VHF Omni-directional Ranges).
NAVIGATING
Most aircraft navigates from point to point using VOR radio
facilities. A ground station transmits radio beams that radiate
horizontally outward in all directions like the spokes of a wheel.
Each spoke or radial (there are 360) is fixed in direction and can be
used to provide an accurate and unvarying path to its source, the VOR
station transmitter.
In practice, the pilot first tunes the VOR receiver to a ground
station located at or near the destination. Each station is assigned
a unique frequency. Next the pilot adjust the receiver's radial
selector dial to match the particular radial intended for use as a
path (this dial is calibrated in one degree step, from 000 to 359
degrees). The pilot then flies while watching the needle of a
sensitive meter connected to the VOR receiver. When the needle moves
to its center position, the aircraft has intercepted the selected
radial. By altering the course to keep the VOR needle centered, the
pilot will be able to guide the plane directly along the radial in a
straight line toward the VOR transmitter.
Let say that we want to go to Buffalo, New York after departing from
Philadelphia. First tune the VOR receiver to 116.4 MHz (the frequency
assigned to the Buffalo VOR station) and select a radial to intercept
let say the radial 115 degrees "FROM". Rotate the radial dial until
its points to 295 degrees, the reciprocal value of 115 (115 + 180 =
295). The reciprocal value is always used when setting the selector
dial to match the chosen "FROM" radial because we want to go in the
direction of the radial "TO" , 295 degrees in this example. Rotate
the radial dial until it points to 295 degrees. . This process gives
the VOR receiver proper internal orientation. In fact it is preferable
to say that we want to intercept the 295 degress radial "TO".
The simulator VOR receiver is tuned and adjusted from the keyboard. To
tune to a station, first press the V key. then type in the station
frequency. The typed characters will echo on the screen; to correct
them, use the Backspace key. Finally, press Enter to terminate the
input. To tune in the Buffalo station, type the sequence "V116.4"
followed by the Enter key.
A similar procedure sets the VOR receiver to any selected radial
except that you type "R" first rather than "V". To adjust the
receiver for the flight to Buffalo, type "R295" followed by the Enter
key.
Once tuning is completed, you turn left to fly in an approximate
northerly (COMPASS indicating 0 degree) direction and watch the
movement of you VOR panel indicator. Initially the needle will be
"pegged" to the right side of its travel, but it will slowly begin to
move toward the center as the plane nears the 295 degrees radial "TO".
Once the needle is at center, alter your course to 295 degrees by
compass and swing the nose of your jet toward Buffalo. Now you must
make minor steering corrections, using the rudder to keep the VOR
needle centered.
This needle, rather than the compass reading, provides the guidance
for the remainder of the trip. Upper air winds will generally deflect
the heading (compass course) of the jet from its actual track over the
earth's surface, but if the plane is flown with the needle centered,
the path of travel will remain exactly on the 295 degrees radial
"TO" . The compass reading may differ by a dozen or more degrees when
you are flying at upper altitudes in the presence of high velocity jet
streams.
The process of adjusting the steering to keep the VOR needle on center
is called "chasing the needle." If the needle (which represents the
radial), begins moving to the left, you must apply some left rudder
until the needle returns to center. For needle deflection to the
right, steer to the right. After a minute or two you should be able to
establish a compass heading that keeps the VOR needle centered until
the jet arrives in Buffalo.
The VOR system carried aboard a jetliner includes a very useful and
important device know as the DME (Distance-Measuring Equipment). Once
the VOR receiver is tuned to a station, the DME indicator continuously
displays the distance in nautical miles (NM) to the station. In a
flight to Buffalo, from Philadelphia airport for example, the DME
would read about 180 NM when the northward-flying jet first intercepts
the 295 degrees radial "TO". From then on, as the pilot steered
toward Buffalo the DME value would progressively decrease in step with
the aircraft's position until the reading reached zero. A zero
reading would indicate that the jet had flown over the VOR station.
The DME readout would then slowly begin to increase as the pilot
passed by Buffalo.
The RANGE window of the VOR receiver displays OUT whenever the
receiver is not tuned to any station or whenever it is tuned to an
incorrect frequency. An OUT also appears if the receiver is tuned to a
VOR station whose distance exceeds 300 NM, the maximum range of the
VOR signals.
PRACTICING VOR
Several practice flights to Buffalo on the JETSET or 747WORLD simulator
will acquaint you with the simple principle of VOR navigation.
Although it isn't necessary, a chart or group of road maps that
encompass the Buffalo-Philadelphia area would help you visualize the
progress of the jet.
Begin by taking off from Philadelphia, climbing to about 10,000 feet,
and leveling off. Then apply the left rudder until the compass reads
000, give or take a few degrees. While you're on this northerly
course, adjust the thrust (F and S keys) for an airspeed of 540 knots.
Tune to the Buffalo VOR station by typing "V116.4" and the Enter key.
Set the receiver for the reciprocal of the 115 degrees radial "FROM"
by typing "R295" followed by Enter. This completes the tuning
procedure. The VOR needle, which is located directly above the RADIAL
window on the display, will now remain pegged to the rightmost
position for about seven minutes as the jet flies north. Once the VOR
needle begins moving toward the center of the graphic slot, prepare to
alter course. When the needle reaches center, apply the left rudder
(< key) and bring the jet on a compass course of 295 degrees. Remain
on this course for about a minute and watch the motion of the VOR
needle. Now you can begin chasing the needle by applying the rudder
corrections needed to center the needle and keep it there. You may
need to make an occasional steering adjustment if the needle begins to
wander, but as long as it remains within one dot of center (each dot
represents one degree), your course will be reasonably accurate.
When the Buffalo radial is first intercepted, the DME indicator should
read approximately 180 NM, and it should take about 20 minutes for the
540 knot jet to reach its destination. The exact flying time, of
course, will depend on the strength and direction of the prevailing
winds, but the DME readout will always show the exact remaining
distance. If you use a map to keep tabs on the practice flight,
remember that DME distances are nautical (not statute) miles. A DME
reading of 100 NM corresponds to 115.2 statute miles.
As the jet moves along the radial the RANGE window of the VOR panel
will display TO, indicating orientation toward the VOR station. As
soon as the DME reaches zero, note the reading of the OMEGA display.
Because the jet is passing directly over the ground station, the
display should read 42 degrees 55.7 minutes North, 78 degrees 38.8
minutes West, equal to the geographic coordinates of the VOR station.
This reading confirms that the navigation was accurately performed by
the VOR system. If you have maintained the course, a FROM will appear
in the RANGE window as the jet proceeds in a westerly direction away
from Buffalo, New York.
FLYING ALONG AIRWAYS
Although I used the 115 degree radial "FROM" for the practice flight
to Buffalo, I could just as will have chosen other radials for
guidance. For example, a map shows that the 140 degree radial "FROM"
passes directly through Philadelphia and would therefore reduce the
flying time if it had been used as a path. I selected 115 degrees
instead because it is designated as a jet route by the FAA (Federal
Aviation Administration). The FAA has established a network of special
radials that high altitude jets must use when flying on instruments.
An aviation chart reveals that radial 115 from Buffalo corresponds to
jet route J-95 when the radial direction is adjusted for the earth's
magnetism (the JETSET or 747WORLD program works with true, not magnetic
directions).
In order to comply with regulations, an actual high altitude flight
from Philadelphia to Buffalo might require the pilot to proceed as
follows:
-fly toward Philipsburg, Pennsylvania along jet route J-60 alter
course at Philipsburg to pick up jet route J-61 which leads
directly to Buffalo.
During the first leg of the trip, the pilot would tune the VOR
receiver to 115.5 MMz, the frequency of the Philipsburg ground
station, and fly along the J-60 radial (278 degrees). Just before the
pilot reached Philipsburg (as shown by DME indicator), he would retune
the receiver for Buffalo (116.4 MHz) and adjust it to the radial that
corresponded to jet route J-61 (346 degrees). The pilot would then
alter his course, chasing the needle to follow radial 346 until he
arrived at Buffalo.
Numerous VOR stations scattered throughout the country enable a pilot
to fly extended distances simply by hopping from one station to the
next, retuning the receiver to locate the designated jet routes.
JETSET or 747WORLD , however needs only a handful of VOR stations to
establish a network for instrument flight simulation. Table 3 shows
some frequencies and locations of the VOR stations for practice
flights. Fourth maps of U.S.A. and one map of the world are available
in the following files, MAPNE.DAT, MAPNW.DAT, MAPSE.DAT,MAPSW.DAT and
WORLDMAP.DAT with graphics, VOR informations and ILS informations. You
can send them to the printer with the DOS command TYPE MAPNE.DAT>PRN.
You may use any of these VOR stations for practice flights to the
given cities or as stepping stones for navigating from city to city.
(Remember that a tuned-in VOR station must be within 300 miles to
activate the airborne VOR receiver).
The VOR receiver in the JETSET or 747WORLD simulator is as versatile as
its real life counterpart. When a pilot is lost or disoriented the
receiver can be tuned to a VOR station and the radial selector dial
rotated until the needle of the VOR meter centers. The reading shown
on the radial dial then represents the direction from the VOR station.
Combining this with the distance read on the DME indicator results in
an exact position "fix".
In the JETSET or 747WORLD simulator a press of a "A" key results in an
exact position fix. The program automatically rotates the invisible
radial selector dial for the pilot and quickly displays the direction
from (the radial "FROM") the tuned-in station in the RADIAL window.
TABLE 3
LOCATIONS AND FREQUENCIES OF SOME VOR GROUND STATIONS
-----------------------------------------------------------------
ILS
LOCATION FREQUENCY LATITUDE LONGITUDE RADIAL RUNWAY
APPROACH HEADING
-----------------------------------------------------------------
Philadelphia, PA 113.8 39 51.1 75 14.7 80 75
Philipsburg, PA ll5.5 40 55.0 77 59.0 119 164
JFK, NY 115.9 40 38.0 73 46.4 58 40
Boston, MA 112.7 42 21.5 70 59.6 50 40
Buffalo, NY 116.4 42 55.7 78 38.8 346 42
Detroit, Mi 115.7 42 24.6 83 00.6
Chicago, Il 113.9 41 51.0 87 45.0 325 320
Kansas City, MO 112.6 39 18.0 94 34.0 342 328
----------------------------------------------------------------
INSTRUMENT LANDING
Using the VOR receiver as a guide a pilot can navigate accurately from
one city to another without any view of the earth below. VOR radials
are suitable for point-to-point navigation, but when a pilot arrives
at his destination he needs another system of guidance to get to the
airport runway itself. In this case the pilot must revert to a radio
aid, the Instrument Landing System (ILS), a facility designed to make
blind landings possible. A trained pilot flying an aircraft equipped
with an ILS receiver can locate an airport and safely land on a runway
that may not be visible until a minute or so before the actual
touch-down.
An ILS installation consists of a group of radio transmitters arranged
in the vicinity of the airport where ILS landings are to take place.
These transmitters radiate highly directional radio beams that
converge at about 1250 feet from the foot of the runway (this will be
call the origin of the glideslope), forming a cone-shaped pattern like
the rays of a searchlight. The pilot first manoeuvers the plane into
this invisible cone, then uses the ILS receiver to follow the radio
waves down until the aircraft is just a few hundred feet above the
ground. At this low altitude the runway should be visible, so the
actual landing can be completed in the usual way.
The airborne instruments used to locate and follow the cone of radio
waves are a marker lamp, an ILS indicator, and a radar altimeter. On
the JETSET or 747WORLD simulator panel these three components are
identified as the MARKER, ILS, and RADAR ALT respectively. The panel
MARKER lamp flashes on when the aircraft flies over a point called the
"outer marker" telling the pilot that the plane has just entered the
ILS cone. The crosshairs (horizontal and vertical needles) of the
panel ILS meter will now begin to deflect, and the pilot must
manoeuver the plane to keep the needles centered in order to follow
the path of the ILS radio cone. As the aircraft descends along this
narrow path, the radio altimeter (RADAR ALT) gives a continuous
display of the exact elevation from the ground (in feet).The radio
altimeter is much more sensitive than the conventional altimeter, so
it is always used for precision landings.
During the time the aircraft has entered the ILS cone and is heading
toward the runway, when the pilot is making the final approach, the
plane flies in a direction known as the "localizer" direction of the
ILS radio beams. The angle that the radio cone makes with the ground
is called the "glidescope" angle, and the descending plane is said to
be flying within the ILS "glidepath". The two moving needles of the
ILS indicator correspond to the localizer and glideslope axes during
the final approach. The pilot chases the vertical needle (which moves
left and right) to remain aligned with the localizer direction. The
horizontal needle (which deflects up and down) must be chased using
the elevator controls to keep the plane within the glidepath.
Once the descending aircraft reaches the ILS "middle marker", the
panel MARKER lamp will flash again, alerting the pilot that the plane
is just a fraction of a mile from the runway. This critical location
is called the "decision height" of the final approach because the
pilot must now decide whether he can safely complete the landing. If
the runway appears in view directly ahead, the pilot can make a visual
landing. If, however, the plane is not properly lined up with the
runway (because the ILS needles were not kept centered), the pilot
must abort the landing attempt at once by climbing out of the
glidepath. This situation is known as a "missed approach". When a
pilot misses the approach, he flies a safe distance away from airport
traffic and then returns to the OM point for another try.
Specifications:
-ideal glideslope angle..................... 3 degrees .
-maximum semi angle in horizontal plane......2.5 degrees.
-ILS displayed........ from 1250 feet to between 34490 to
38000 feet from origin of glideslope.
-outer marker flashes...from 34490 to 38000 feet from origin
of the glideslope. The best altitude
is about 1900 feet.
-inner marker flashes...at about 5000 from the origin of
glideslope at an altitude of about 300
feet.
-the runway is displayed from 12000 feet from the origin of
the glideslope and each mark is 10
feet.
Every ILS equipped airport uses an arrangement which places the VOR
station away from the airport in such a way that the plane will cross
the ILS cone near the outer marker. The exact ILS arrangement
(localizer direction and glidescope angle) for any given airport is
published in a manual of approach diagrams (one for each airport),
which the pilot studies well in advance of his instrument landing.
Obviously, an instrument landing is a tricky procedure that airline
pilots must practice in large-scale simulators to perfect. The
routines that simulate landing are an important part of the JETSET or
747WORLD program; they closely follow the sequences that develop when a
plane flies into the ILS pattern. You may have to make several
attempts at a simulated landing before you can consider yourself
qualified to handle a jetliner under bad weather conditions.
PRACTICING ILS
Preparing for an instrument landing, even aboard the JETSET or 747WORLD
simulator, begins when the plane is still many miles away from the
airport. Because all ILS landing procedures follow a standard pattern,
the John F. Kennedy (JFK) International Airport, conveniently located
with respect to Philadelphia, can serve as a practice landing site. A
simulated flight from Philadelphia to JFK lasts about 20 minutes from
take-off until the jet rolls to a stop on the runway.
Every airline flight must be conducted in accordance with a flight
plan, a document that specifies the routes the pilot will fly until he
arrives at the destination. An actual flight takes place at standard
altitude levels and under close supervision of air traffic
controllers, but the flight plan prepared for the practice run to JFK
International tells the JETSET or 747WORLD pilot exactly how to proceed.
Using the Philadelphia-JFK flight plan as a guide, execute the
take-off procedure and climb to 5000 feet while maintaining a compass
course of 075 degrees. During the climb, tune your VOR to the JFK
ground station (115.9 MHz) and input the radial value of 058 degrees.
Level off at an altitude of approximately 6000 feet. Use the "<" key
for the left rudder to alter the compass course to approximately 030
degrees. Hold this course until the VOR needle nears its center
position. Now steer to 058 degrees and begin chasing the VOR needle.
The jet will head directly for JFK as long as you keep the VOR needle
centered, the 058 degree radial is used because it's the "initial
approach" radial defined for JFK airport. It will lead to an intercept
with the runway outer marker (OM), a prerequisite for the instrument
landing.
As soon as the DME indicator reads 38, you must prepare for landing.
To begin a descent, adjust the elevators for a pitch of -10 degrees
(press "D" twice) and level off at an altitude of about 1900 feet.
Start the "initial approach trim" procedure for the jetliner when the
DME distance is 20 NM. First reduce your airspeed to 300 knots (S
key), lower the landing gear (W key), and lower the wing flaps (L
key). The airspeed will automatically drop back to 120 knots as soon
as the flaps are lowered, as required for a proper landing. Complete
the trim procedure by adjusting altitude until the ALTITUDE indicator
reads between 1850 and 1950 feet.
You must execute this procedure quickly so that the aircraft is in
proper "profile" or flight configuration as it approaches the OM along
the initial approach radial. You will reach the OM when the DME reads
exactly 12 NM, so the jet should be in its trim profile and steered to
keep the VOR needle centered (to within two graphic dots) as the OM
point nears.
NOTE:When the DME reads 12 NM, the jet is at 12 NM from the VOR.
For the program the jet is about 5.5 to 6.2 NM from the
runway.
If you've done these steps carefully, the panel MARKER lamp will flash
when the DME indicator reads 12 NM. This is a signal that the
aircraft has just intercepted the ILS radio cone and must be promptly
steered to align with the localizer direction (040 degrees) at JFK
airport.
Press the left rudder (< key) quickly when the MARKER lamp flashes.
It's imperative that you swing the jet to a compass course of 040
degrees before it flies out of the narrow area of the radio cone (this
would occur in less than 1 minute after the MARKER lamp turns on and
is always the case if the DME becomes less than 10 NM ). A compass
reading of 040 degrees (give or take one degree) before the MARKER
lamp goes off will ensure that you completed the turn in time for the
jetliner to enter the ILS radio cone. Both the ILS indicator and the
RADAR ALT meter should be activated. If not, the turn took too long
to complete and you need more practice in making a fast turn. For
another attempt, you can stop the simulation program and begin again
or raise the flaps and wheels and circle back to pick up the initial
approach radial for another attempt.
The rapid updating of the ILS indicators ( on the left side of the
panel ) means the jet is now beginning its crucial final approach. You
have very little margin for error. With flaps down the sensitivity of
the elevator is changed, each press of the elevator key varies the
pitch by one degree. Quickly press the "D" key three times to pitch
the nose down 3 degrees. In the ILS the mode of action of the rudder
keys are automatically modified, and the course changes by one degree
each time a rudder key is pressed. Now turn your attention to the ILS
display.
You must use the rudder keys (< or > 1, 2 or 3 times and wait for the
response...) to chase the vertical needle of the ILS indicator as the
jet loses altitude (as shown by the RADAR ALT reading). If the ILS
horizontal needle moves from center, chase by using the elevator keys.
Crosswinds blowing across the airport will tend to deflect the jet
(and the vertical ILS needle), so you must make every effort to keep
the two ILS needles where they belong, exactly on center.
The RADAR ALT indicator, a meter that activates when the final
approach begins, shows the elevation of the descending jet (feet above
ground level). At an elevation of about 600 feet and a distance of
about 12000 feet from the origin of the glideslope , JETSET or 747WORLD
will display the approaching runway under the ILS meter to simulate
that the ground is now visible. The arrow appearing at the foot of the
graphic screen shows the exact alignment of the jet in relation to the
approach end of the airport runway. You mut now use this visual
reference instead of the ILS vertical indicator to quickly correct any
course errors. For example, if the arrow extends too far to the left,
beyond the runway base, apply right rudder to realign the jet's path.
The distance between each mark on the runway is 10 feet
After a few more seconds (at an altitude of about 300 feet) the MARKER
lamp should flash again to announce that the plane has just reached
the middle marker point along the approach path, the decision-height
location. Now a quick decision is vital. If the arrow of the runway
graphic extends too far left or right, beyond the runway base, the jet
is not properly lined up for a safe landing and you must press the "M"
key immediately to signal a missed approach to the computer. JETSET
or 747WORLD will aknowledges and you can apply power, gain altitude, try
again or go to another airport.
If however, the runway arrow shows that the jetliner is safely aligned
for a landing, and that the altitude is acceptable, you must bring it
down as follows. Remember that over the end of the runway the ILS
indicators should vanish:
1. At an elevation of 100 feet (RADAR ALT reading), press the
"S" key once. This command will "chop the throttle" (abruptly
reduce the engine thrust to idle).
2. At 50 feet, press the "\" key once to "flare up" the nose of
the jet. This manoeuver automatically tilts the aircraft
upward slightly to a positive pitch (+1 degree) , causing a
controlled stall. The jet will now sink gently down to
ground level as it loses aerodynamic lift.
3. At 0 feet the jet has landed and is rolling along the runway.
Quickly press the "Q" key to apply reverse thrust to the
engines. Reverse thrust decelerates the aircraft gradually
until the AIRSPEED readout reaches zero. You can reduce the
airspeed by pressing the "B" key to apply the breaks . The
"B" acts like a toggle key.
Your JETSET flight concludes with a display of the landing information
that tells you how well you handled the jet. This information
specifies where ground contact occurred and where the jet finally
rolled to a halt. If you made a mistake after the middle marker, the
landing report will print out the consequences.
This is only a small part of the capabilities of the JETSET or 747WORLD
simulator. There are about 30 airports built in, 17 in North America
including one without name for ILS practice and 13 for the rest of the
world. In USA there are also many VOR stations for navigating.
Remember though, this simulator flies in real time. If it takes 6
hours to fly from New York to San Fransico in a real aircraft, it will
take the same 6 hours flying the simulator. See the files containing
the maps and the relevant informations.(VOR frequencies, runway
headings etc have been chosen arbitrarily...).
TAKE-OFF PROCEDURE
1. Lower flaps (L key).
2. Release breaks (B key).
3. Apply full throttle (F key).
4. Steer along the 075-degree runway using the left/right rudder
keys , (<) and . (>) without SHIFT. Coordinate steering with
the COMPASS reading and the position of the arrow located at
the base of the runway graphic.
5. As soon as the AIRSPEED indicates 150 knots, press the U key
once to gently lift the jet off the runway.
6. After the horizon line drops below the screen, press the W
key to raise the landing gear before an altitude of 1200 feet.
7. Retract the flaps (L key).
8. Throttle back the engines (S key).
9. Sit back and relax for a minute or so as the jet gains
altitude.
FLIGHT PLAN - PHILADELPHIA, PA TO BUFFALO, NY
1. After take-off, continue climbing to 3000 feet on course 075
degrees.
2. At 3000 feet alter course to 000 degrees and continue climbing.
Adjust thrust for airspeed 440 knots, tune VOR to Philipsburg
station (115.5 MHz), and set radial to 278 degrees. Level off
at 40000 feet.
3. When the 278 radial is intercepted, steer along 278 radial and
proceed to Philipsburg at 540 knots. Adjust heading to take
wind into consideration.
4. At DME = 20 NM, retune VOR to Buffalo (116.4 MHz) and set
radial to 346 degrees.
5. Upon intercepting 346-degree radial, alter course to follow
radial to Buffalo. Adjust heading for wind.
6. At DME = 73 NM, reduce speed and begin descent to 1900 feet
(descend at between 8000 to 9000 feet per minute).
7. Level off at 1900 feet. Remain aligned with radial.
8. Begin initial approach trim when DME=20 NM as follows:
A. Reduce airspeed to 300 knots (S key).
B. Drop landing gear (W key).
C. Lower the flaps (L key).
D. Adjust altitude to between 1700 and 1900 feet (elevator
keys).
E. Keep the VOR needle centered (rudder keys) to stay on
the initial approach radial.
9. Be alert for the flash of the MARKER lamp (which occurs when
the DME=12). At this signal the jet must be manoeuvered for the
final approach:
A. Quickly swing the nose until the compass shows 042
degrees.
B. Use rudder and elevator keys to keep the ILS indicator
needles centered as the jet descends along the
glidepath.
C. As soon as the runway graphic appears on the screen, use
the graphic arrow as a guide to apply rudder
corrections.
10. When the MARKER lamp flashes again to announce arrival at the
decision-height point, check the runway alignment using the
graphic displayed on the screen. If necessary, press the M
(Missed Approach) key to abort the landing attempt. Otherwise,
if the plane is lined up safely, take all cues from the RADAR
ALT from here on in:
A. At 100 feet, idle the engines (S key).
B. At 50 feet, flare up the nose (\ key).
C. At 0 feet, the jet is on the runway. Slow it down by
applying reverse thrust to the engines (Q key) and
brakes (B).
FLIGHT PLAN - PHILADELPHIA, PA TO JFK INTERNATIONAL, NY
1. After take-off, continue climbing to 6000 feet on course 075
degrees. While climbing, tune VOR to JFK station (115.9 MHz)
and set radial to 058 degrees.
2. Level off at 6000 feet. Steer left to intercept radial, align
with it, and proceed toward Long Island, NY at 380 knots.
3. At DME = 38 NM, begin descent to 1900 feet (descend at
approximately 3442 feet per minute).
4. Level off at 1900 feet. Remain aligned with radial.
5. Begin initial approach trim when DME = 20 NM.
6. Execute ILS final approach procedures. When MARKER lamp
flashes, turn to runway heading 040 degrees.
===== END ======
