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Welcome to Project 64!

The goal of Project 64 is to preserve Commodore 64 related documents
in electronic text format that might otherwise cease to exist with the
rapid advancement of computer technology and declining interest in 8-
bit computers on the part of the general population. If you would like
to help by converting C64 related hardcopy documents to electronic
texts please contact the manager of Project 64, Cris Berneburg, at
pcgeek@compuserve.com.

Extensive efforts were made to preserve the contents of the original
document.  However, certain portions, such as diagrams, program
listings, and indexes may have been either altered or sacrificed due
to the limitations of plain vanilla text.  Diagrams may have been
eliminated where ASCII-art was not feasible.  Program listings may be
missing display codes where substitutions were not possible.  Tables
of contents and indexes may have been changed from page number
references to section number references. Please accept our apologies
for these limitations, alterations, and possible omissions.

Document names are limited to the 8.3 file convention of DOS. The
first characters of the file name are an abbreviation of the original
document name. The version number of the etext follows next. After
that a letter may appear to indicate the particular source of the
document. Finally, the document is given a .TXT extension.

The author(s) of the original document and members of Project 64 make
no representations about the accuracy or suitability of this material
for any purpose.  This etext is provided "as-is".  Please refer to the
warrantee of the original document, if any, that may included in this
etext.  No other warrantees, express or implied, are made to you as to
the etext or any medium it may be on.  Neither the author(s) nor the
members of Project 64 will assume liability for damages either from
the direct or indirect use of this etext or from the distribution of
or modification to this etext. Therefore if you read this document or
use the information herein you do so at your own risk.

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The Project 64 etext of the ~Kennedy Approach manual~, converted to
etext by Martin Brunner <martinb@finwds01.tu-graz.ac.at>. This
replaces the prerelease version containing only the codes,
KENNAP09.TXT (etext 195).

KENNAP10.TXT, April 1997, etext #212#

*********

************
* Overview *
************

Air Traffic Control is one of the world's most demanding professions.
Every minute in a tower Controller is called on to make life or death
decisions for thousands of passengers and crewmembers. He or she must
control a constantly changing situation; monitoring flight departures
and arrivals; guiding planes around bad weather, mountainous terrain,
and restricted flight areas; coping with fuel emergencies, slow
planes, and fast jets (including the supersonic Concorde). In this
fast-moving environment, even the slightest miscalculation can lead
to a dangerous near-miss or mid-air disaster! Air traffic control is
not for everybody; to succeed you must have superb concentration,
quick wits, and nerves of steal.

KENNEDY APPROACH gives you a chance to test your mettle. How well can
you handle the pressure and responsibility? Learn the ropes by working
the graveyard shift at Atlanta International, and then work your way
up to prime time at John F. Kennedy International. Happy Landings!


***********
* Options *
***********

When the simulation has loaded, you will first see the main option
screen. Here you can select between showing a demo (type "D"),
showing an instant replay of a scenario that you have previously saved
on your own disk or tape (type "R"), or playing a new game. If no
selection is made within 60 seconds, a demo is shown automatically.

To play a new game you must select a skill level from 1 (easiest) to
5 (most difficult). It is a good idea to start with the easy levels
in order to gain experience with the simulation. The more difficult
levels will put you right into heavy traffic situations with no margin
for error. The level is selected by typing a number from 1 to 5 or by
moving the joystick up or down and pressing the trigger.

Once you have chosen a skill level you will be offered a choice among
several cities at which to work. This selection presented to you is
dependent on the skill level you have chosen. The different
metropolitan regions are shown on the other side of this sheet. Choose
one by typing the corresponding number or using the joystick before.


******************************
* Control Tower Access Codes *
******************************

Before your first shift, you must enter the proper password in order
to log on the air traffic control computer system. The computer will
present you with a number, and you must consult the password table
shown below for the word that corresponds to it for your computer.

It is very important to get the correct password for your computer
in order to gain access to the system. Type the access code, press
RETURN, and you're ready for your first shift as an air traffic
controller.

FOR EXAMPLE: If the computer displays "ENTER COMPUTER ACCESS CODE
NUMBER 1" you would consult the Computer Access Code Box below and
type the letters DME (if you have a C-64) and press RETURN.

COMPUTER ACCESS CODES
       1   2   3   4   5   6   7   8   9   10  11  12  13  14  15  16
C-64  DME VOR ATC FAR IAP GCA FSS HAT VFR STAR SID IFR TDZ PAR NDB ELT
Atari FAF DAF INS MSL VHF TCA AGL SST ILS CDI  VFR HSI DCA MDA ASR IAF

Important: If you do not enter the correct response, the simulation
will display an error message and you will be unable to control the
aircraft in simulation.


*********************************
* Standard Operating Procedures *
*********************************

VISUAL DISPLAY
==============

1. CONTROL AREA MAP: The largest section of the simulation display is
the Control Area Map. The Control Area Map is designed to provide you
with the state of the art computer graphic representation of the
information provided real air traffic controllers. Kennedy Approach's
display improves on the old technology, round radar screens, by
providing pseudo 3-dimensional icons of aircraft with direction,
altitude and flight path information for the entire area you are
controlling on one integrated screen.

(1) THE DOT GRID: A grid of dots one mile apart is superimposed over
the ground to aid in navigation. The bright dots denote normal air
traffic lanes.

(2) AIR TRAFFIC FEATURES: Entrance and exit fixes (places where
aircraft routinely enter and leave your area) are labelled, as are
airports. On the approach side of each airport is a VOR tower.
Incoming planes hold (circle) around this until they are cleared to
land. Aircraft that are landing must approach from this direction.

(3) THE PLANES: There are three types of aircraft in KENNEDY APPROACH:
light planes, jet airliners, and the supersonic Concorde.  Light
planes are smaller than jet airliners, and the Concorde is
distinguishable by its drop-nose and delta wings. The direction of
travel (which will always be one of the eight primary points of the
compass: North, Northeast, East, etc.). Below the plane are bars
indicating current altitude in thousands of feet, and to the right is
the plane's ID letter.

(4) TERRAIN FEATURES: Also on the map are mountains, storms, and
restricted zones. Planes must maintain an altitude of at least four
thousand feet over the mountains, and they should avoid storms and
restricted areas altogether.

2. THE COMMAND LINE: Just above the Control Area Map is the Command
Line. Here, messages are displayed as they are radioed between you and
the aircraft in your area. When you use the joystick to direct traffic
you will see your commands written out, and you will then see the
pilot's response.

3. FLIGHT PLANS: In the upper right-hand section of the screen are the
Flight Plans for the active aircraft in your area. The uppermost
letter in each column is a plane's ID letter, corresponding to the ID
on the Control Area Map. Below the ID is the first letter of the
origin and the first letter of the destination fix or airport for that
plane. Below these is the altitude in thousands of feet. Aircraft that
are waiting to take off have a "*" in the altitude field.

4. THE CLOCK: In the upper left-hand corner of the screen is the
time-of-day clock. Your shift ends on the hour. The passage of time in
the simulation is measured in real-time. In other words, the time
pressures you experience correspond exactly to those experienced by
real air traffic controllers. Time can be accelerated by holding down
the SPACE BAR while the simulation is operating.

5. ALARM AREA: Between the clock and the Command Line is the alarm
area. Dangerous situations are reported here. These include incorrect
exit altitudes and fixes, conflicts, and Crashes.


AIRCRAFT COMMUNICATIONS
=======================

As Air Traffic Controller, you direct the flight paths of all air
planes in your area. You must give precise instructions to each pilot
indicating turns and altitude changes. Planes will fly straight and
level unless otherwise instructed. You may direct the activities of
any aircraft in your area by establishing contact with it, entering
the Command Mode and issuing instructions

1. ESTABLISHING CONTACT: You can establish contact with a plane in one
of two ways. One way is to type in the plane's ID letter, as displayed
on the Control Area Map. The other way is use the joystick to move the
cursor (the white rectangular box near the centre of the map) over the
plane, and then give the joystick button a short push (less than one
second).

2. ENTERING THE COMMAND MODE: Whichever method of establishing contact
you use, you will automatically enter the Command Mode. To confirm
this the image of the plane will turn into an arrow, the flight plan
for that plane will turn white, and text will be displayed in the
Command Line.

3. ISSUING COMMANDS: To tell the pilot what direction you want the
plane to fly, move the joystick left or right until the arrow points
in that direction. To specify the altitude at which you want the pilot
to fly, move the joystick up or down until the altitude bars under the
arrow indicate the proper altitude. As you select the heading and
altitude, the text on the command line will reflect the appropriate
command. A short push on the joystick button and you will hear your
command radioed to the pilot and hear his "Roger" response. You can
now watch the Control Area Map to see as the pilot begins to make the
altitude and heading changes you gave.

4. EXITING THE COMMAND MODE: Once you issue a command (which will
always consist of both heading and altitude instructions), you will
automatically leave the Command Mode. Note that these latest commands
will override any previous instructions. If you want to exit the
Command Mode without issuing a new set of instructions, simply give
the joystick button a long push (grater than one second): the arrow
will disappear and the plane will reappear.

5. STATUS: When the skies become crowded it is often difficult to
remember what instructions you have given to each plane. You can ask a
pilot for his status by selecting the plane with the cursor and giving
a long push (greater than one second) on the joystick button. Watch
the command line and listen for his response.

6. ADDITIONAL COMMANDS: To pause the simulation, press the F1 key. To
end the simulation and return to the main option screen, press the F7
key.


AIR TRAFFIC CONTROL
===================

1. INCOMING AIRCRAFT: Some aircraft will enter your control area from
an adjacent area. The flight plan for each incoming aircraft is posted
one minute before the plane becomes active in your area. When the
plane enters your area, the flight plan changes colour from grey to
black, and the plane appears. It now awaits your instructions to
complete its flight plan. Incoming aircraft will always enter the area
at an altitude of five thousand feet.

2. TAKE OFFS: Flights departing from airports in your area will post
their flight plans one minute before they are ready for take-off. The
flight plan will have a "*" in the altitude field and will turn black
when the aircraft is ready.

To give clearance for take-off, type the plane's ID letter on the
keyboard to enter Command Mode. Now use the joystick to instruct the
pilot to climb to the desired altitude as described in section V.
Remember not to start a take-off when another plane is landing!

3. LANDING: Aircraft destined for an airport must be landed by heading
the plane down the runway and giving it clearance for landing
(altitude 0). Aircraft that have been cleared for landing and have
reached altitude 0 can no longer be given turn commands. Remember,
aircraft must land on the runway from the arrival side of the airport
as denoted by the VOR tower.

4. HOLDING: Since only one aircraft can use a runway at a time, it may
be necessary to put other planes into a holding pattern. A hold is a
continuous full turn around a VOR tower at a particular altitude in
either a clockwise (hold right) or counter-clockwise (hold left)
direction. A plane scheduled to land will automatically hold at the
VOR tower until cleared to land.

At times you will need to instruct a pilot to enter or maintain a
holding pattern. To do this, enter Command Mode and push the joystick
in the desired direction (left or right) until the "hold" symbol
appears over the plane on the Control Area Map and the command line
says "Hold at VOR". Then, while still holding the joystick left or
right, give the joystick button a short push and the command usually
accompanies an altitude change command for a landing aircraft.

5. EXITING THE CONTROL AREA: An aircraft that does not land in your
area must leave via the exit fix indicated on its flight plan. All
such aircraft must exit at an altitude of four thousand feet.


SIMULATION AIRCRAFT CHARACTERISTICS
===================================

1. SPEED: The various types of aircraft travel at different speeds.
Light planes move two miles (2 grid dots) every minute, jets move 4
miles every minute, and the Concorde moves 8 moles every minute.

2. ALTITUDE CHANGES: All of the planes have a climb/descent rate of
one thousand feet per mile (grid dot).

3. TURNS: All three types of plane have a turning radius of 1.5 miles.
This gives an effective turn angle of 45 degrees per grid dot. To make
a 360 degree turn requires a 3 mile diameter and eight 45 degree turns
that can be accomplished at each grid dot.


INFLIGHT RESTRICTIONS
=====================

In order for air traffic to proceed safely through your area several
requirements must be met.

1. AIRCRAFT SEPARATION: The first and foremost of these requirements
is aircraft separation. You must maintain a one thousand foot
separation in altitude between aircraft flying within three miles of
each other. Note that planes may fly within three miles of each other
if they are separated by at least 1000 feet, or they may fly at the
same altitude if they are at least three miles apart. Failure to meet
the aircraft separation requirements will result a "conflict"
condition and a possible mid-air crash.

2. BAD WEATHER: Occasionally severe weather (thunderstorms) will move
through the area. Planes must avoid this or they will crash.

3. MOUNTAINS: A plane will also crash if it does not maintain an
altitude of at least four thousand feet over mountainous areas.

4. RESTRICTED ZONES: Planes must risk being shot down by nervous
security personnel if they overfly the Washington Monument/White
House.

5. FUEL: Planes carry a limited amount of fuel and will run out if
delayed excessively. Planes that are landing at airports in your area
have only fifteen minutes fuel from the time they enter the area. All
other planes start with 60 minutes of fuel. When a plane's fuel supply
gets below eight minutes it will contact you and declare an emergency.
You should direct the plane to land at the nearest airport for
refuelling. If you allow a plane with a fuel emergency to exit your
control area, you will disrupt the air traffic in the adjoining areas,
which will cause incoming planes to have low fuel. Occasionally, on
the higher skill levels, you may get aircraft entering your area
already with low fuel emergencies.


CONTROLLER EVALUATION
=====================

When your shift ends (on the hour) you will be paid one month's salary
based on your current GS rating. You will also be eligible for bonus
pay and/or a promotion based on the following performance factors:

1. POSITIVE FACTORS: successful landings, proper exits, and handling
of emergencies.

2. NEGATIVE FACTORS: Conflict handling, crashes, missed exits and
flight delays.

Should you commit a major error such as a crash or missed exit, the
game (and your career as an Air Traffic Controller) will be over.

At this point you have the option to: (1) go on to your next shift,
(2) show an instant replay of the scenario just completed, (3) save
the previous scenario to disk or tape for later replay, or (4) go back
to the main option screen. As before your option is selected by typing
the appropriate number or moving the joystick and pressing the
trigger.

When saving a scenario to tape, you will be asked to "INSERT AND
POSITION BLANK REPLAY TAPE". The tape you use must not be write-
protected and should be rewound. You will then be asked to enter a
"REPLAY NAME?". Enter a name, press return and then "PRESS RECORD
& PLAY ON TAPE"

It is possible to save more than one scenario onto a single tape by
not rewinding the tape after each save. Each replay must also be given
a different name. It is helpful to write down what names you saved the
games under because they will be needed to load and replay.


************
* Airports *
************

ATLANTA, GEORGIA
The central feature of this area is the William B. Hartsfield Atlanta
International Airport. Air traffic here consists entirely of jets with
equal numbers of departures, arrivals and transits. Weather is always
good and the terrain is basically flat.

DENVER, COLORADO
This area contains Stapleton International Airport. Air traffic
consists mostly of jet departures and arrivals with some through
flights. There are mountains to be avoided here and the weather
can be terrible.

DALLAS-FORT WORTH, TEXAS
Here we have the extremely busy Dallas Fort Worth International
Airport (DFW) and the bothersome Dallas Love Field. With the large
volume of departures and arrivals here, flight delays can be
disastrous, and just when you get all of the jets sorted out, up come
some light planes from Love Field! Fortunately, the weather is usually
okay here and the terrain is flat.

WASHINGTON, D.C.
This is a very difficult area to control. First, there are two large
airports: Dulles International, and Washington National. Secondly, air
traffic consists of three different speed classes of aircraft: light
planes, jets and the supersonic Concorde. Additionally there is a
restricted area over which aircraft is prohibited.

NEW YORK, NEW YORK
This one will drive you crazy, Balancing the departures and arrivals
at the John F. Kennedy International and LaGuardia International
airports with the heavy volume of through flights takes tremendous
concentration. If you can handle the busy shifts here you should
consider becoming a real air traffic controller! (Or maybe you already
are one!)


***********************************
* Is Air Traffic Control For You? *
***********************************

If you're interested in air traffic control, but have no previous
experience, it's important that you visit an air traffic facility near
you - more than one, if possible. Because there's a wide variety in
work loads; what is a brisk afternoon at one tower, for example, might
be a snail's pace at another. Virtually all controller jobs involve
shift work because most facilities operate on a 24-hour basis. The
exact rotation of the shift is usually determined by the individual
facility, but it could be that you might several weeks from midnight
to 8am followed by several weeks working from 4pm until midnight. Your
days off might not fall on weekends. So if you're a nine-to-five type,
you probably aren't suited for air traffic control.


*****************************
* Air Traffic Control Terms *
*****************************


ADF   automatic direction finding   LORAN long range navigation
AGL   above the ground level        MDA   minimum descent altitude
ARINC Aeronautical Radio, Inc.      MSL   mean sea level
ASR   airport surveillance radar    NDB   nondirectional beacon
ATC   air traffic control           NOTAM notice to airmen
ATIS  automated terminal            OCA   oceanic control areas
      information service           PAR   precision-approach radar
CDI   course deviation indicator    RNAV  area navigation
CRT   cathode ray tube              SID   standard instrument radar
DF    direction finding             special VFR: special visual flight
DH    decision height                     rules
DME   distance measuring equipment  SST   supersonic Transport
ELT   emergency locator transmitter STAR  standard terminal arrival
FAA   Federal Aviation                    route
      Agency/Administration         STOL  short takeoff and landing
FAF   final approach fix            TACAN Tactical Air Navigation
FAR   Federal Air Regulations       TCA   terminal control area
FSS   flight service station        TDZ   touchdown zone
GCA   ground controlled approach    UHF   ultra high frequency
HAA   height above airport          VASI  visual-approach slope
HAT   height above touchdown              indicator
HSI   horizontal situation          VFR   visual flight rules
      indicator                     VHF   very high frequency
IAF   international approach fix    VOR   very high frequency
IAP   international approach              omnidirectional range
      procedure                     VOR/DME: very high frequency
ICAO  International Civil Aviation        omnidirectional range/
      Organisation                        distance measuring equipment
IFR   instrument flight rules       VORTAC: ground radio navigation
ILS   instrument landing system           station combining VOR/DME
                                          and TACAN
                                    VTOL  vertical takeoff and landing


************************
* Loading Instructions *
************************

COMMODORE 64 CASSETTE:
======================

Please read carefully
When loading the cassette for the first time it must be loaded label
side up. The cassette is recorded with master program on the label
side and five airports on the other side recorded in the order of
ATLANTA, DENVER, DALLAS, WASHINGTON, NEW YORK.

When the main program has loaded a menu appears as follows:
SKILL LEVEL: Once selected you will be offered a choice amongst
several cities to work.
DEMO: Program prompts you to turn over and load NEW YORK.
REPLAY: Loads a previously saved and named game on cassette.

Because the cassette files are sequential on side two if you want to
load an airport scenario which is before the point you are at on the
tape you must rewind the tape before attempting to load it. For
example if you have loaded and played DALLAS you must rewind to play
ATLANTA. It may help on loading side two to zeroise your tape counter
and make a note of the reading as each scenario is located and loaded.

N.B. It is important to press STOP on the cassette player once the
scenario has loaded.

To load the cassette: Insert the rewound cassette label side up and
press SHIFT and RUN/STOP keys together. Press PLAY on the cassette
player and the tape will load.


COMMODORE 64 DISK
=================

The joystick should be placed in port #2 (nearest the back of the
computer). Place the program disk in the drive. Type LOAD"*",8,1. The
program will boot automatically. Leave the disk in the drive.

*********

End of the Project 64 etext of the Kennedy Approach manual.

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