ATC. ~~ Worlds Largest Producer of Personal Flight Simulators MODEL ATC-610 OWNERS MANUAL Analog Training Computers, Inc., 185 Monmouth Parkway, West Long Branch, N. J., 07764 A Subsidiary of Electronic Associates, Inc.NOTICE PLEASE READ BEFORE USING YOUR NEW SIMULATOR Before using your new ATC-610 Personal Flight Simulator, please read the Owner's Manual so that the operating features and cherac- teristics will be known upon your initial flight. Rudder Adjustment: Please accomplish the Rudder Pedal Adjustment Procedure, which appears in the Owner's Manual, before attempting to fly the simulator. If the rudder adjustment is not completed be- fore flight, the simulator will simply act as if heavy rudder pressure is being applied. The simulator will not be damaged, but it will be quite difficult to fly until the adjustment is made. Jumper Plug: If you have a model of the ATC-610 that is normally flown with the rudder pedals, the pedals should be connected for proper operation of the simulator. If flight is attempted without the rudder pedals connected, the jumper plug supplied with your simulator should be connected in place of the rudder pedals. Flight Assignments Compatible with your Simulator: a. All Plight Assignment Tapes delivered with your simulator are designed to be used with the entire line of ATC-610 Personal Flight Simulators. They cannot be used with the ATC-510's (i.e., they are not downward compatible) . Flight Assignment Tapes supplied with all ATC-510's should not be used with the ATC-610 (i.e., they are not upward com- patible) . Questions or Service Requests: a. Questions: Any routine questions about the performance or operating characteristics of your ATC-610, which are not answered by your Owner's Manual, should be directed to the dealer from whom you obtained your simulator, or you may choose to call or write ATG at the address below. Service Requests: Any requests for service/maintenance of your ATC~610 (under the Warranty, Service Policy or time and materials customer service plans) should be directed by letter or telephone to:ATC-Service Center 185 Monmouth Parkway West Long Branch, New Jersey 07764 (201) 870-9200 Before any Simulator is returned for modification or main- tenance/repair, RETURN AUTHORIZATION must be obtained from ATC, Inc., at the above address. (It is our experience that many problems can be solved over the telephone without the inconvenience of returning a simulator for repair.) ALL RETURNS for any reason must be shipped PREPAID. ATO will issue credit where credit for return shipping costs is due. DO NOT RETURN RUDDER PEDALS OR POWER CORD UN- LESS ADVISED TO DO sO. All warranty repairs and service on ATC-610 Personal Flight Simulators will be accomplished at a factory authorized ATC Service Center or: ATG-Service Center 185 Monmouth Parkway West Long Branch, New Jerséy 07764 (201) 870-9200 Remember, RETURN AUTHORIZATION must be obtained from ATC before a unit is returned.COMPARISON OF FEATURES ATC-510 & ATC-610 ATC-510 ‘Three models - 510A, 510E & 510G. The 510 is a time based simulator and is limited to approaches of 2, 3 and 4 minutes only, ATC-510A is the basic unit and has localizer course deviation indicator (no lide slope), turn and slip indicator, vertical speed indicator, clock, fuel gauge and power indicator. Also, a turbulance control, NAV/COM, transponder, marker beacon, stall light, typical aircraft control and switches. You can practice IFR techniques such as loss of airspeed resulting in stall-spins, failure fo maintain assigned altitudes, becoming inverted following loss of attitude control, fuel starvation, turbulent air enroute and on approaches, amended clearances, holding, back courses, go-arounds, vectors - even emergencies. * ATC-510E adds glide slope, pitch trim control, T&S with live ball, hour meter, Key lock and circuitry for the rudder pedal assembly option to all the typical light aircraft instruments and controls of the ATC-510A. This is a fine instru- ment flight trainer, allowing you to exercise all the basic skills of IFR flight, including full precision ILS approaches. ATC-510G adds digital ADF receiver, indicator and verification lights, glide Slope, hour meter, pitch trim control, key lock, a live ball in the T&S indicator 1d rudder pedal circuitry. : *Rudder pedals are not available on the ATC-510A, ATC-610 ATC-610 is a position based simulator. Flight - simulation - either enroute or approaches will correspond to the actual time required to fly courses or approaches exactly as would be done in an aircraft. ‘The 610 is a complex airplane configuration (the 510 has fixed gear and pitch characteristics), it is patterned closely to the Aero 200. With comparison to the 510, the 610 adds the following features: Altimeter with Kollsman Window. VOR w/ OBS, Localizer, Glide Slope. An improved ADF Receiver w/ADF Bearing Indicator (as real as your airplane) Tachometer (RPM). Manifold Pressure Indicator. Power Quadrant,Fuel Management and Fuel Pump Switch Flap Control/Indicator. Flight Hold. Landing Gear Selector. Realistically affects pitch, trim and airspeed when retracting or lowering the gear, - Landing Gear Indicator. DME Readout. ADF & VOR Approach Verification Indicator. Wind Direction and Velocity. With a control on the back, you : can adjust direction to any 30° segment, practice with velocities up to 50 knots. Flight Area Programming. Removable Program Board allows you to fly a number of different Low Altitude Enroute Charts. The complexity of possible flights you can fly far exceeds any other general aviation flight simulator. Also available with the 610 only is the optional X-¥ Plotter which provides student and/or instructor a visual record of the pilot's success in flying a previously filed flight plan, including en route and approaches, Both the ATC-6103 and ATC-610K model simulators have the built-in circuitry to provide this record for use by individual owners or flight schools. Both the ATC-510 and ATC-610 meet FAR Part 61 requirements for Instrument and Currency Training. The ATC-610 meets full simulator substitution time for Part PAR I4l. AVIATION EDUCATIONAL SYSTEMS 1705 ELTON ROAD SILVER SPRING, MARYLAND (301) 434-1988PERFORMANCE - SPECIFICATIONS Gross Weight scat eiageibee Speed Top Speed at Sea Level»... 1+ ee eee eee Crise, 75% Power » 198 see 158 mph Range Cruise, 75% Power . see eee ees 235 miles Rate of Climb at Sea Level bee ee ee ee 1,000 fpm Service Ceiling .....-% sees 10,000 ft, Stall Speeds tee eeeiieeeee tee eee 70 mph Fuel Capacity sae 20gal. Copyright 1976 by Analog Training Computers, Inc. All rights reserved. No part of this volume, or the audio tape Aviation Training Cassette Library included herein, may be copied or reproduced in any form or manner, nor may the material be transmitted or broadcast by any means, including information storage or retrieved systems, with- out the specific written permission of Analog Training Computers, Inc. Analog Training Computers, Inc. 185 Monmouth Parkway West Long Branch, N, J. 07764| | CONGRATULATIONS ....... ‘Welcome to the ranks of ATC owners. The Analog Training Computers, Inc., ATC-610 Personal Flight Simulator has been developed to provide both novice and experienced pilots the opportunity of achieving and maintaining instrument proficiency without actually flying. This type of experience is particularly beneficial to the student since he can concentrate solely on his particular assignment with- out distraction or the preoccupation of flying. Flight simulators are normally produged using aircraft instruments whose Parameters are simulated through use of mechanical equipment. The ATC simulator incorporates the use of simulated aircraft instruments whose parameters are both mechanically and electronically controlled. A library of flight assignments provide diversified flights matched to the proficiency of student pilots as well as experienced instrument pilots. Student and licensed pilots can become more familiar with in~ strument flight as they perform their basic flight assignments, while instrument rated pilots can increase proficiency by flying the more advanced flight programs. These programs are recorded on cassette tapes with background sounds designed to give a very realistic feel for the communications between pilots and controllers. Varying degrees of realistic emergencies coupled with the ability to create turbulent wea~ ther conditions provide realistic flying conditions which aid in proficiency development.TABLE OF CONTENTS Section Operating Check List Operating Procedures Care and Maintenance Operational Data Options As<2Ha. 4 Programming Appendix A. Rudder Pedal Adjustment Procedure General Description and Operating Details Registration, Warranty and Service PolicySECTION IThe following is a list of physical and electrical specifications for ~ the ATC-610 Personal Flight Simulator (Figure 1.1), Height (Including Magnetic Compass)... . 21.34 inches Wad re etter sat Pe ora sree a eee eee aol inghag Depth sets ead aet seer eeu eee ei dere eaea eee @aig-dHehess Weight... 6... ee eee eee es 43 pounds Power se. ee eee eee eee. LIS, 60 Hz, 35 watts (220 V, 50 Hz, Optional) 29.12 26.60 __| CS 17.43MAGNETIC. COMPASS pore ren MARKER BEACON RECEIVER, ALTIMETER AIR SPEED INDICATOR. Nonna (COURSE DEVIATION INDICATOR STALL INDICATOR LIGHT ADE BEARING INDICATOR NAv.com ADF RECEIVER ‘CONTROLS. FUEL GAUGE TURN AND SLIP. INDICATOR THROTTLE CONTROL ae ee) lae/ me =< en = yee vl RPM INDICATOR. MANIFOLD IGNITION SWITCH PRESSURE INDICATOR MASTER SWITCH ere ‘TRIM CONTROL. FUEL PUMP SWITCH POSITION FLAP CONTROL SWITCH FLY/TAXI SWITCH INDICATOR FLY/HOLD SwITCH pinecTiONaL GYRO / yenTicaL SPEED ALTITUDE SET SwiTcH INDICATOR ‘TURBULENCE CONTROL OME INDICATOR FUEL SELECTOR LANDING GEAR CONTROL Figure 1.2 ATC~610 Personal Flight Simulator Instrument Panel 12CONTROLS AND INSTRUMENTS STANDARD FLIGHT INSTRUMENTS The ATC~610 Personal Flight Simulator is equipped with the flight instru- ments normally associated with light aircraft (Figure 1.2). Listed below are the various instruments with a brief description of each, More de~ tailed descriptions of each instrament may be found in various FAA Pub- lications. AIRSPEED INDICATOR ~ This device provides the pilot with the indicated airspeed of his aircraft. ALTIMETER - Similar to altimeters used on aircraft except that the 10,000 foot indicator is eliminated to permit more flexible use of the instrument during simulated flight, i.e., an indicated altitude of 1,100 feet can be interpreted as 11,100 feet by assuming the aircraft is above 10,000 feet. Prior toa simulated flight, the altimeter is set to "field elevation" by “flying” the unit to the prescribed altitude. The Kollsman window should be set in accordance with current FAA directives. DIRECTIONAL GYRO (DG) - This instrument is used to provide a stable heading reference. The “push-to-set" control at the lower left of the instrument permits setting the DG to a heading coincident with the mag- netic compass. The DG heading should be periodically compared with the magnetic compass and adjusted as necessary. The DG in the ATC-610 has a precession rate higher than normally found in an aircraft to help the pilot develop the habit of checking his heading. MANIFOLD PRESSURE - This instrument measures the manifold air pres~ sure at the engine intake manifold. RPM - This instrument measures the revolution per minute of the propeller. THROTTLE - Control that governs the amount of map to the engine. PROP - This control determines the RPM of the propeller through the prop governor. MIXTURE - Controls the fuel in the carburetor. CLOCK ~- The operation of the clock is controlled by the master control switch. The clock is set using the small knob in the center of the instru- ment. 13FUEL GAUGE - The single gauge reads the amount of fuel remaining in the tank selected by the fuel selector. The rate of fuel consumption is MN determined by power settings, Each tank will last 45 minutes under nor- mal power settings. FUEL SYSTEM ~ Puel is supplied to the engine from two simulated tanks. From these tanks, fuel flows by an engine driven fuel pump through the fuel tank selector to the engine. The tanks are only filled when the simu~ lator fly/taxi switch is in the taxi position. Fuel Quantity Data (U. 8. Gallons) ‘Tanks Usable Fuel Time 75% Power Two, Standard Wing 20 1 hr, 30 min, (10 gal. each) FUEL SELECTOR - A two position switch labeled left and right. Controls the fuel feed to the engine. If the pilot inadvertently allows the fuel supply to become exhausted during a flight, engine power is removed. ee The pilot will note that it is impossible to continue the flight until engine power is restored. The pilot is expected to restore engine power by the following procedure. 1. Turn on the "Fuel Pump." 2, "Change Tanks” by turning the Fuel selector to the opposite tank. (There must be fuel available in the new tank. If no further availa~ ble in either tank, the flight must be terminated.) 3. Turn off the "Fuel Pump." ‘The pilot is expected to become automatic in his reactions. He is expected to “hit” the fuel pump instinctively and switch to the good tank, whenever he senses that engine power is about to be lost. On a typical flight, the pilot is expected to regularly check fuel level and manage his fuel supply. ATTITUDE INDICATOR - This instrument, also commonly called an “artifi- cial horizon" or "Gyro-Horizon", indicates the flight attitude of the simu- 14lator. An adjustment, located to the left of the instrument is provided to permit the pilot to position the miniature aircraft above or below the horizon line. MAGNETIC COMPASS - The magnetic compass is the basic direction seeking instrament found in all aircraft, The compass gives the direc tion of flight. All simulator electronics base their direction information on the compass. GEAR HANDLE - A two position switch that controls the raising and lower- ing of the landing gear. GEAR INDICATOR LIGHTS - A green light indicates when the gear is in the safe or down and locked position. The red light remains on when the gear handle is in any position other than down and locked. FLAP CONTROL ~- A four position electrically operated detented switch that allows extensions of 0, 15, 25, 45 degrees fo flap angle. STALL INDICATOR - This indicator glows red when the airspeed of the simulator indicates that a stall has occurred. The ATC-610 stalls at approximately 70 mph and goes into either a right or left spin, requiring a nose down attitude to increase speed for recovery. TURN AND SLIP INDICATOR - Also referred to as the “needle and ball" and "turn and bank" indicator, this is actually a combination of two in struments: The needle shows rate of turn, and the ball reacts to (simu- Jated) gravity and/or centrifugal force to indicate the need for directional trim, A standard rate turn of 3° per second is shown when the turn needle is aligned with either the left or right index (in the "doghouse"); @ single needle width turn provides a rate of 1-1/2° per second. VERTICAL SPEED INDICATOR - Commonly called rate of climb, this instru~ ment indicates the rate of aircraft ascent or descent. ELECTRONIC NAVIGATIONAL INSTRUMENTS - The ATC-610 Personal Flight Simulator contains a basic complement of electronic navigational aids usu ally found on aircraft equipped for instrument flight. These instruments represent typical equipment and are not designed to depict a particular manufacturers design. COURSE DEVIATION (LOCALIZER) INDICATOR ~ The CDI or localizer nee~ dle indicates the color area of the sector in which the aircraft is "flying." ‘The blue and yellow areas indicate that the aircraft is to the right or left of the centerline, respectively. 16VOR INDICATOR - Standard VOR/ILS head with a to-from/off flag. The OBS is located in the lower left hand corner of the instrument. DME INDICATOR - The distance measuring equipment is calibrated for 20 NM maximum distance and is automatically tuned to the selected VOR. MARKER BEACON RECEIVER - Provides a visual indication of the passage of the aircraft over both the outer (OM) and middle (MM) marker beacons. ‘The pilot must remember to turn on the Marker Beacon Receiver before an ILS or LOC approach is attempted. If the Marker Beacon Receiver is not turned on, the pilot wil! fly on by the OM (outer marker) without an in- dication, If this happens during a simulated flight, the pilot should consider the flight to be ended. He should then proceed to refly the flight assignment from the beginning, remembering to turn on the Marker Beacon at the proper time, so that he can complete the approach as intended. TRANSPONDER ~ This device simulates the radar beacon transmitter - re~ ceiver used with secondary radar surveillance systems. The transponder is physically similar to those available commercially, and is used during Flight Assignments, just as an airborne Transponder would be used. ‘Transponder Codes: 0000 through 7777 (4096 codes) Note 1: the warning buzzer will sound whenever the transponder is set to codes 0000 (military interceptor operations), 7600 (radio failure), 7700 (emergency) or 7500 (hijack). Note 2: unlike an aircraft transponder, the ATC~610 provides two ad ditional code positions in each digit of the transponder. These blank numbers, located between the "7" and "0", are reserved for possible future expansion or special use capability, and should not be used in normal flight assignment operation. ADF (Automatic Direction Finder) - The ADF equipment consists of two basic components identical to those in general aviation aircraft, and an additional feature used to evaluate the success or failure of a particular approach. ADF Receiver Controls - The three thumb wheels and windows are used to digitally select the frequency of the NDB (Non Directional Beacon) or LOM (Localizer Outer Marker) appropriate to the approach or navigation fix being used. 16BEARING INDICATOR - The direction of the station relative to the nose of the aircraft (Relative Bearing) is displayed on this indicator when the rotatable card is aligned with "0" against the nose index. With the ro~ tatable card set to correspond to the aircraft's magnetic heading, Magnetic Bearing (to the station) may be read directly under the head of the pointer. Reciprocal Bearing (bearing from the station, or radial) may be found by reading the tail of the pointer. SUCCESSFUL APPROACH VERIFICATION SYSTEM - This feature, composed ofa "Verify Field in Sight" button and a dual light indicating "approach failed" or "field in sight", provides an evaluation of the success or failure of an ADF or VOR approach. Success criteria is based upon being within a 1 mile radius of the threshold. To properly utilize this feature, the time to missed approach, as printed on the approach procedure chart, must be determined. This is found by entering the "FAF" to "Missed Approach" table with the proper ground speed (based upon 90 kts. IAS). At the expiration of this predetermined time, the "Verify Field in Sight" button should be depressed. If you are within the "Approach Gate" (1 mile radius of the airport) the green "Field in Sight" light will glow. If not, the red “Approach Failed" light will so indicate. NAV/COM COMMUNICATIONS EQUIPMENT - The NAV/GOM equipment consists of two communication units contained in a single housing. The COM section is a transceiver used for simulated communication between the aircraft and ground stations. The following VHF frequencies are available: NAV: 108.2 109.6 110.8 108.7 110.3 ill. 109.4 110.4 111.2 109.5 110.7 11.7 com: = 118.0 123.6 128.0 118.5 124.3 130.2 119.2 125.1 132.2 121.5 126.4 135.4 TURBULENCE CONTROL ‘The turbulence control is used to inject simulated turbulent conditions in- to the operation of the simulator. Each of the basic flight instruments react to the turbulence as the pitch and roll attitudes of the simulator change.The turbulence control is a six position switch whose positions are labeled OFF and 1 through §, Table 1-3 indicates the degree of turbu~ lence for each switch position. Table 1-3 Turbulence Control Switch Position Degree of Turbulence No Turbulence Light Moderate Heavy Severe Extreme anonng 3 ELECTRICAL SYSTEM - The power cord furnished with the unit must be plugged into a 115V 60Hz power source. Power is supplied through the cord through the main fuse to the key lock. With the key lock ON, power is supplied to the clock, hobbs meter, the master switch and plotter when it is installed. MASTER SWITCH - The master switch is a split-rocker switch labeled Master, and is ON in the UP position and OFF in DOWN position. FUSES -- The fuse located on the back of the unit is a 1 amp. mini fuse that protects all the electrical circuits in the unit. Fuses are removed by pressing the fuse retainer inward and rotating it clockwise until it disengages. A faulty fuse may then be lifted out and replaced. CAUTION The power cord MUST be disconnected prior to any fuse servicing. SELP INSTRUCTION FEATURES Since the ATC-610 Personal Flight Simulator is designed as an effective educational tool with or without an instructor, a number of self instructing features have been designed into it. Transponder Operation Alert Altitude Alert Marker Beacon "Off" Alert Fuel Exhaustion Feature‘Transponder Operation Alert When the transponder is in the “Off” or "Standby" position and the Ident button is pressed, the warning buzzer sounds. The warning buzzer also sounds {f the transponder is in the "On" or "Low" position and the trans ponder is switched through 7700,7600, 7500'or 0000, The point of this is to remind the ‘pilot to switch the transponder to "Standby" before changing codes, and then returning it to "On" or “Low" as appropriate. Altitude Alert When the pilot deviates more than 200 from an assigned altitude, the warning buzzer sounds. Marker Beacon "Off" Alert Should the pilot forget to turn the Marker Beacon Receiver on before making an approach, the Outer Marker light will remain off, When the (Middle Marker) is reached, the FM/Z Marker light will light. Fuel Exhaustion Feature When the fuel runs out, the power will drop to zero. The proper procedure is to turn the fuel pump on, switch fuel tanks, and then turn the fuel pump off. Each of these alert features serves the purpose of reminding the pilot of errors that otherwise might go unnoticed. SPECIAL FEATURES Wind Control - Two knobs located on the back of the ATC-610J and the front of the ATC-610K that contro] the wind direction and velocity for flight. Direction is controlled by a 12 position switch and adjustable in 30° increments. Velocity is controlled by @ rotating vernier and is adjust- able from 0-50 kts. Altitude Set - A three position rocker switch located on the lower left side of the switch panel. It will cause the altimeter to fast zoom either up or down to the desired altitude. FLY MODE SWITCHES FLY/TAXE - Used to initialize the unit prior to each flight. In the Taxi position the computer is in a hold state and initialized to one of the six start airports as determined by the COM frequency selected. Heading may be changed, but the Directional Gyro will not roll nor will the altitude 19change unless the altitude set switch is utilized. In the Fly mode all systems are operational. FIY/HOLD ~ Used to freeze the simulator at any point in its flight. In the fly position all systems are operational. In the hold position all systems are still operational, but the simulator will not indicate any forward motion. 110 ;SECTION ITOPERATING CHECK LIST ‘To insure that your ATC-610 performs in a satisfactory manner (compat ible with the timing and sequence of the various flight assignment tapes) it is recommended that the procedures outlined below be followed. You should, of course, familiarize yourself with the Operating Details of the ATC-610 as described in Section II of this manual, and fly the "Introduction to the ATC~610" audio tape before attempting to utilize any tape from the Aviation Training Cassette Library. Such action will help you to understand the characteristics of your simulator, assure that it is operating properly, and provide a procedure for adjustment of the rudder pedal assembly. It is also recommended that you "fly" your ATC-610 in the various modes to determine the airspeeds, verti~ cal speeds, etc., at various power settings. BEFORE STARTING 1, Seat and Rudder position - adjusted. 2. Master switch - "OFF". 3, Electrical Equipment - "OFF". ENGINE START Key Switch - "ON". Throttle - "CLOSED". Prop - "FULL INGREASE". Fly/Taxi Switch - "TAXI". + Master Switch - "ON", + Mixture - “RICH”. oarene BEFORE TAKE-OFF 1, Altimeter - set to field elevation - simulator set to field elevation using the altitude zoom switch. 2, Direction Gyro - align with compass and taxi to the runway heading. 3. Radios - set to initial communication and navigation frequencies. 4, Transponder - set to “STDBY" and proper departure code. Clock - set to Greenwich Time. 6. Trim - set for take-off. 24Fuel - select left or right tank. 8. Fuel Pump - "ON". 9. Gear - down. 10, Flaps - as required. 11, Fly/Hold Switch - Hold Position. TAKE-OFF 1, Master Switch - "ON". 2. Transponder - "ON", 3. ‘Throttle - full "OPEN" (100% power). 4 Fly/Taxi Switch - Fly position. 5, Fly/Hold Switch - Fly position. 6. Elevator Control - neutral until reaching 90 kts, raise nose at 90 kts. 7. Climb Speed - 90 kts. 8. Gear - up. 9. Flaps - as required. 10, Fuel Pump - “OFF CLIMB 1. Throttle - 26" map. 2, Prop - 2600 RPM. 3. Airspeed - 90 kts. CRUISING 1. Power ~ approximately 75% (see power charts Section III). 2. Trim ~ adjust as required. 3. Attitude Indicator - adjust as required. 22ENROUTE DESCENT foo 1, Power - reduce as required for p68 fpm rate of descent. 2, Airspeed - maintain cruise speed. BEFORE APPROACH (IN-RANGE) 1, Fuel - on fullest tank. 2, Puel Pump - "ON". 3. Radios - set to approach frequencies, Mkr. Bon. Revr. - "ON". 4, Airspeed - 90 kts. 5. Gear - down. 6. Flaps - as required. OWN. 1. Transponder - "OFF". 2, Marker Beacon Receiver - "OFF". 3. Power Adjust for Level Flight. 4, Attitude Indicator - wings level, nose on the horizon. 5. Fly/Taxi Switch ~ taxi position. 6. Master Switch - "OFF". 7. Key Switch - "OFF", 23/24SECTION IILOPERATING PROCEDURES “PLYING" THE ATC-610 PERSONAL FLIGHT SIMULATOR The ATC-610 Personal Flight Simulator has been designed using optimum flight characteristics to best equate the unit to the various light aircraft available. This being the case, some of the basic maneuvers and the methods of accomplishing them on the simulator are outlined below. These maneuvers include taxiing, straight and level flight, speed changes, climb- ing, descending, and standard-rate turns. The student should fly these basic maneuvers to acquaint himself with the instrument reactions and the necessary corrective maneuvers to regain a particular flight attitude. Once familiar with these basic maneuvers and the simulator reactions, changes in flight attitude and conditions can be made without overreacting and “needle chasing." STARTING THE ENGINE ‘The ATC-610 engine is started by using the before start and the engine start check list found in Section II, If the engine does not start, recheck the check list prior to checking the fuse located in the back of the unit. CAUTION The power cord must be disconnected prior to checking the fuse. TAXING When taxiing, it is important to remember that the FLY/TAXI MODE switch must be in the taxi position. Directional changes are accomplished by depressing the rudder pedals into the direction of turn desired. BEFORE TAKE-OFF Perform the Before Take-Off Check List. TAKE-OFF Perform the Take-Off Check List. It is important to check full~throttle engine operation early in the take-off run, The engine should develop 2700 RPM and 29.5" MAP at sea level. aFLAP SETTINGS The flap setting used should be determined from the aircraft you are used to flying. STRAIGHT AND LEVEL FLIGHT Straight and level flight is achieved by setting the cruise power (75%, refer to Section V) and selécting the straight and level attitude on the gyro-horizon. If the attitude selected is correct, the altimeter and the directional gyro will become stationery. Any movement in the altimeter should be stopped by altering the’ attitude indicator pitch by a half or whole horizon bar width. If the directional gyro is moving, note the direc- tion of movement and apply a small bank correction to the attitude indicator even though it may be indicating that the wings are level. A correction of this nature is necessary only when the attitude indicator is erected to a false vertical. Once achieved, straight and level flight is maintained by keeping the wings level to keep the desired heading and retaining the specified al- titude, If it becomes necessary to regain the specific heading, apply bank on the attitude indicator in the direction you wish to turn. In small corrections, use an angle of bank equal to the number of degrees to be turned, and lead the roll-out by one-half the angle of bank. For example, with a 10° error, use a 10° angle of bank and start the roll-out 5° before reaching the desired heading. Once the error is corrected, level the wings and check the attitude indicator and directional gyro to ensure that the correction has been properly made and that the wings are level. Regaining the desired altitude requires the use of the altimeter, the VSI, and the attitude indicator, Since the VSI is more sensitive than the al- timeter, it detects a change in aircraft altitude quicker than the altimeter can respond. When a change in altitude is detected, the aircraft should be leveled using the VSI. Once level, the altimeter will indicate the deviation in altitude and the regaining maneuver is started using the VSI. A half bar width on the attitude indicator should be used for deviations up to 50 feet. A more severe deviation requires a full bar width. Once the regaining attitude has been achieved, the altimeter is used to indicate when the proper altitude has been reached. During this maneuver, the attitude indicator is used to maintain the proper heading. SPEED CHANGES Changes in speed are accomplished using the power quadrant. Pushing the controls forward increases power, (MAP and RPM), while pulling it back decreases power. During these changes, the VSI should be con- a2sulted to determine changes in aircraft attitude. A deviation in the VSI indicates that pitch corrections should be made to maintain the proper altitude. CLIMBING To climb, apply full power and select the rate of climb on the VSI and the climbing attitude on the attitude indicator. It may be necessary to increase the power and fly straight and level until the necessary air- speed is attained for the climb, If the airspeed is not sufficient, a lower angle of climb should be selected on the attitude indicator. During the climb, ensure, using the directional gyro, that the proper heading is maintained. As the desired altitude is approached, the pitch should be decreased until the aircraft is flying straight and jevel. When the instruments indicate level flight, the power should be set to the normal level flight parameters. DESCENDING To descend, power should be reduced and the appropriate descending attitude should be adopted on the attitude indicator, As in the climbing maneuver, the airspeed should be corrected by changing the angle of descent, As the desired altitude is approached, the angle of descent should be decreased until the aircraft is flying straight and level. As the aircrait is leveled off, it is necessary to adjust power to sustain level flight. MEDIUM LEVEL TURNS Normal instrument turns are made at a standard rate of 3°/second which requires about 18° of bank. For turns of less than 18°, the angle of bank should equal the angle of turn, i.e., 5° of turn, 5° of bank. Using the attitude indicator, roll into the turn and apply back pressure on the control wheel to adopt the turning attitude, As the turning attitude is achieved, check the VSI. If, before turning errors have developed, a large attitude change is required, either the wrong attitude was selected, or the application of bank and elevator were incorrectly phased. Once into the turn, pitch and bank are maintained using the attitude in- dicator. The bank can be kept constant using the turn indicator in con- junction with the attitude indicator. The attitude indicator is supported by the VSI and the altimeter in maintaining pitch, particularly when turn= ing etrors develop. As the turn progresses, the directional gyro should be checked to determine the roll-out point. 3aAs the calculated roll-out point is reached, the wings should be leveled using the attitude indicator and forward pressure should be applied to WS the control wheel to adopt straight and level flight. A higher nose in- dication may be required if the speed has decreased during the turn. As the speed increases, the nose has to be dropped to maintain straight and level flight. USING THE ATC-610 PERSONAL FLIGHT SIMULATOR WITHOUT FLIGHT ASSIGNMENT TAPES The ATC-610 Personal Flight Simulator has been designed for use within a systems approach to learning. As such, the simulator is only one part of the total system, which also includes audio tape lessons and flight assignments, enroute charts and approach plates, and in some cases, text book material, course outlines and aircraft flight lessons. There are certain learning situations, however, which are best accomplished through use of the simulator only. Repetition and practice of basic maneuvers, scanning, recovery from unusual attitudes, practice approaches, etc., lend themselves especially well to this type of unstructured practice. ‘The following procedures will program the ATC-610 to permit flying of practice maneuvers, approaches, etc., without the use of audio tapes. PRACTICE MANEUVERS Nav Radio 110.4 COM Radio 119.2 Transponder Marker Beacon Receiver "OFF" ALTITUDE HOLD MANEUVERS Nav Radio 110.4 COM Radio 130.2 ‘Transponder 1200 and "ON" Marker Beacon Receiver "OFF" Set up when level at a "cardinal" altitude (any thousand foot increment). A deviation of more than 200 feet from "assigned" altitude will cause the altitude alert buzzer to sound, ILS APPROACHES Refer to Programming Section for setup information. LOCALIZER APPROACHES Refer to Programming Section for setup information.BACK COURSE LOCALIZER APPROACHES Refer to Programming Section for setup information. VOR APPROACHES Refer to Programming Section for setup information. ADF APPROACHES Refer to Programming Section for setup information. 35/36SECTION IVCARE AND MAINTENANCE CORRECTION OF COMMON MALFUNCTIONS Before returning your ATC~610 for repair or adjustment, please take & few moments to go through the following check-list and malfunction table. Many problems are caused by incorrect or inadvertent setting of the var- ious controls and are easily corrected once understood. The ATC-610 is programmed by the setting of the radios, NAV, ADF and COM, and by the transponder "OFF", "STANDBY" and "ON" switch and various codes, Therefore, whenever a malfunction occurs, it is impor tant that you verify that all frequencies and codes were indeed set cor~ rectly, and at the proper time and sequence called for in the flight as~ signment tape. It is also imperative that all flights be performed in real-time; that is, each task is accomplished at the time required by the audio tape, and that the tape has not been speeded up, slowed down, or sections skipped entirely, stopped or re-run. Any change from real-time operation will cause the simulator to become out of phase with the flight assignment tape, which may give the appearance of a malfunction. The following list outlines some common problems encountered with the simulator and the corresponding corrective action. Malfunction Corrective Action No power on Unit Check Key Switch "ON", Check Master Switch "ON". Check Power cord. Assure outlet is operating (check cirouit breaker, etc.) Check fuse. Airspeed loss, Nose Down, Constant Descent, Stall/Spin Check Fuel pump "ON" and/or fuel quantity above "0". Check mixture "RICH". Set trim near center point. Reduce pitch attitude to break stall, Localizer and/or Glide Slope inoperative Check Compass & DG align- ment Re-fly tape for proper program~ ming sequences.Marker Lights inoperative Check “Introduction to ATC~ 610" cassette tape. Check Marker Light Switch "ON". Re-fly tape for proper program- ming sequence . Check “Introduction to ATC- 610" cassette tape. Check ILS frequency in NAV window.SERVICE Your ATC-610 Personal Flight Simulator has been designed and manufac- tured to provide many years of satisfactory service. ATC has established certain policies and procedures to assist owners in maintaining their ATC-610 Personal Flight Simulator in optimum operating condition. WARRANTY - ATC provides a 90 day parts and service warranty on all ATC~610 simulators, and provides all accessory equipment with the manufacturer's warranty included. See Warranty, Section VII. SERVICE POLICY - This policy provides all parts and labor required to maintain the ATC-610, at no charge to the owner. It is available for all new units at the end of the waranty period, or for renewal on any simulator which has been continually covered, without lapse, by a previous Service Policy, For units which have not been continuously protected by the Agreement, coverage is available only after completion of ATC Authorized Service Center refurbishment. See the sample Service Policy that follows. ATC AUTHORIZED SERVICE - Any ATC-610 Personal Flight Simulator not covered by either Warranty or a Service Policy may be returned to ATO for service or refurbishment. Charges for this service will be based upon current price of replacement parts and labor at current rates. Should you find it necessary to return your ATC-610 Personal Flight Simu- lator to an Authorized Service Center, please observe the following guide~ lines: 1. Before preparing to return your unit, ascertain that a malfunction does indeed exist. If the malfunction occurs during a flight assign- ment tape, re-fly the assignment. If the malfunction still occurs, refer to the previous page, “Correc~ tion of Common Malfunction." 2. If the malfunction continues to exist, and you desire to return the unit for repair (either warranty repair or service), please contact ATC first. Call ATC at (201) 870-9200 or write us at ATC Service Center, 185 Monmouth Parkway, West Long Branch, New Jersey 07764 to obtain authorization to ship the unit. Units returned with- out prior authorization cannot be accepted, and will be returned to the sender, causing additional delays. Please complete and enclose the Malfunction Description Report in an envelope attached to the box containing the simulator.\ If you have questions regarding malfunctions or service, please feel free to call or write us at our ATC Service Center, 185 Monmouth Parkway, West Long Branch, New Jersey 07764, Telephone: (201) 870-9200. Include your unit's serial number (located on the plate at the rear of the simulator) and service policy expiration date, if applicable, in all correspondence,SECTION VOPERATIONAL DATA ‘The power settings below are recommended for use with the ATC-610 Personal Flight Simulator. Consistent compatibility with these per- formance figures will result in conformity with the flights in the ATC- 610 Aviation Training Cassette Library. Conditions Manifold Pressure REM Attitude Speed VSI Full Power Climb At Sea Level ~ Take-Off vx +4 Gear Down 29" 2750 Best Angle 94_—«1100 Climb Power vy +3 Gear Up 25" 2500 Best Rate «113 900" Cruise at 5000 23" 2350 Level 158 0 Cruise descent 20" 2350 -1/2below 158 500 “Standard Rate Descending Tum 20" 2350 -1/2 below 148 700" Approach Speed Level Flight +1/2 tol Gear Up 19" 2350 Above «118 ° Gear Down 13" 2350 +1 Above 108 0 Approach Descent 1s" 2350 -1/2t01 108 500" Below Descent 15° Flap is" 2350 -1Below 93-800" Re stOPERATIONAL NS DATA ‘The operational data shown in this section is compiled from actual tests using average piloting techniques and mixture “RICH". You will find this information a valuable aid when flying the flight assignments or programming your own flights. 52RPM 2600 2500 2400 2300 1950 MAN PRES (IN HG) 27 26 25 24, 26 25 24 23 28 24 23 22 24 23 22 21 23 22 21 20 20 53/54 BEST POWER TAS (MPH) 188 180 172 158 176 158 184 150 168 158 150 135 155 150 135 128 145 138 132 120 120 85162OPERATING CHECK LIST To insure that your ATC-610 performs in a satisfactory manner (compat- ible with the timing and sequence of the various flight assignment tapes) it is recommended that the procedures outlined below be followed. You should, of course, familiarize yourself with the Operating Details of the ATC~610 as described in Section II of this manual, and fly the “Introduction to the ATC-610" audio tape before attempting to utilize any tape from the Aviation Training Cassette Library. Such action will help you to understand the characteristics of your simulator, assure that it is operating properly, and provide a procedure for adjustment of the rudder pedal assembly. It is also recommended that you "fly" your ATC-610 in the various modes to determine the airspeeds, verti- cal speeds, etc., at various power settings. BEFORE STARTING 1, Seat and Rudder position - adjusted. 2, Master switch - "OFF". 3. Electrical Equipment - "OFF", ENGINE START 1, Key Switch - "ON" 2, Throttle - “CLOSED”. 3. Prop - “FULL INCREASE". 4. Fly/Taxi Switch - "TAXI". $. Master Switch - "ON". 6. Mixture - “RICH” BEFORE TAKE-OFF 1. Altimeter - set to field elevation - simulator set to field elevation using the altitude zoom switch. 2, Direction Gyro - align with compass and taxi to the runway heading. 3. Radios - set to initial communication and navigation frequencies. 4. Transponder - set to “STDBY" and proper departure code. 5. Clock - set to Greenwich Time. 6. Trim - set for take-off,7. Fuel - select leit or right tank. 8. shot Pump - "ON". 9. Gear - down. 10. Flaps ~ as required. 11. Fly/Hold Switch - Hold Position. TAKE-OFF. 1, Master Switch - "ON". 2. Transponder - "ON". 3. Throttle - full "OPEN" (100% power). 4, Ply/Taxi Switch - Fly position, S. Fly/Hold Switch - Fly position. 6. Elevator Control - neutral until reaching 90 kts, raise nose at 90 kts. 7. Climb Speed - 90 kts. SK 8. Gear - up. 9. Flaps ~ as required. 10, Fuel Pump - “OFF”, LIMB. 1. Throttle - 26" map. 7-5 2. Prop - 2ba.zem. LSso fe 3. Airspeed - EY kts. SRL i GRUISING ie 1. Power ~ approximately 75% (see power charts Section II). 2. ‘Trim - adjust as required. 3. Attitude Indicator - adjust as required.ENROUTE DESCENT 1. Power - reduce as required for 1,000 fpm rate of descent. 2. Airspeed ~ maintain cruise speed. BEFORE APPROACH (IN-RANGE) 1. Fuel - on fullest tank. 2. Fuel Pump - “Ol 3. Radios - set to approach frequencies. Mkr. Ben. Revr. - "ON". 4, Airspeed - 90 kts. 5. Gear = down. 6. Flaps - as required. SHUT-DOWN 1. Transponder - "OFF". 2. Marker Beacon Receiver - "OFF", 3. Power Adjust for Level Flight. 4, Attitude Indicator - wings level, nose on the horizon. 5. Ply/Taxi Switch - taxi position. 6. Master Switch - "OFF". 7. Key Switch - “OFF”.SECTION VIOPTIONS This section describes the optional equipment available for your ATC-610 Personal Flight Simulator. (¥ Pl Provides a graphic visual display of the 610J or 610K simulator. It af fords a convenient, permanent display of your simulator flight. X-Y Plotter Overlays Tablets of plotter sheets for use with each volume allows a permanent record of each flight. ATC Service Policy. A full-year service policy is available with either ATC-610 model for a modest fee. Refer to Section VII for information. Gassette Tape Plaver/Recorder (Standard on ATC-610K) Operates on batteries, or house current. AC line cord and built-in micro- phone are included. Player features fast forward, rewind, auto-shutoff, ALC and erase guard, Earphone and remote microphone jacks are provided. Headset Comfortable, adjustable, aviation quality headset with mini jack that fits above, and many other, player/recorders. Visual Reference Model A visual reference model for use with the ATC-610K.( SECTION VIIATC-610 PERSONAL FLIGHT SIMULATOR Analog Training Computers, Inc., hereafter referred to as ATC, warrants the ATC-610 Personal Flight Simulator to be free from defects in material or workmanship for a period of 90 days from date of purchase. Date of purchase shall be established by the earlier at: a. Warranty registration date, or b. Dealer's report of sale date. ATC will repair or replace, at its option, any ATC product which in the i judgment of ATC has proven to be defective in material or workmanship t within the warranty period. 4 This warranty shall not apply to any product which in ATC's judgment has been damaged by accident, or which has been misused, abused, altered, or repaired by anyone other than ATC or its Authorized Service Centers. This warranty applies only to the ATC-610 Personal Flight Simulator and rudder pedal assembly. It does not apply to limited life expectancy items such as fuses; or to any accessory items purchased with the unit, such as tape players and headsets. This warranty is made in lieu of all other warranties, expressed or implied. No other person or firm is authorized to assume for ATC any other warranty or liability, iatWARRANTY REGISTRATION CARD Attached is your ATC-610 Warranty registration form. In order to esta- blish your warranty, please fill out and mail the form immediately. With- out this card on file as a confirmation of your dealer's report of sale, we regretfully cannot accept responsibility for any werranty repairs. ATC~610 PERSONAL FLIGHT SIMULATOR WARRANTY REGISTRATION ATC-610 Model Serial No. Date of Purchase Dealer's Name Address City State Zip. Owner: Name, Address City State, Zip,ATC-610 SERVICE POLICY To protect ATC-610 Personal Flight Simulator owners against unexpected and unscheduled costs of maintenance, ATC provides a full Service Policy. Offered at a nominal cost to the owner, it provides full protection against all possible hardware faults in the simulator. Under it, the owner pays only an annual premium listed on the schedule below, and the cost of shipping the unit to an ATC Authorized Service Center. ATC will repair or replace the unit, at its option, and pay for return shipping by normal methods. To initiate a Service Policy for your ATC-610, fil] out the application form below and mail it to ATC PRIOR TO EXPIRATION OF YOUR WARRANTY. We regret that we cannot provide policies for units in unknown condition with expired warranty. Enclose your check or money order for the amount required, and we will initiate a one year policy on your ATC-610, com mencing on the date of expiration of the warranty period. A copy of your policy will be forwarded by return mail.SHIPPING LABEL AND REPORT For return shipment, attach this label to the box. FROM: : ATC SERVICE CENTER 185 Monmouth Parkway West Long Branch, New Jersey 07764 Return Auth. No 75MALFUNCTION REPORT Enclose this report in an envelope and attach to outside of shipping container of returned simulator. ATC-610 MODEL SERIAL NO,, QWNER: NAME ADDRESS crry STATE ZIP TELEPHONE DESCRIBE MALFUNCTION: 76SERVICE POLICY Analog Training Computers, inc., hereafter referred to as ATC, hereby agrees to perform all necessary repairs and service required for the unit(s) listed below for the period specitie, Repairs and service shall be pe at no cherge to the policyholder other than for shipping of the unit to an ATC Authorized Service Center al perfor al ecessary labor and supply any parts required (other than limited life expectancy items, such repaited units to factory specitiod operating condition; or at ATC's option, replace the unit Repaired nits willbe returned to the owner via ATC standerd shipping methods, prepaid by ATC, This policy shall not apply to units or components which in ATC's judgment aro ecident, fF misuse. It shell apply only to the ATC-610 Personal Flight Simulator and rudd@eiadal assembly and specifically excludes all other accessories such as headsets, tape players. This policy shall be renewable annually upon agreement of ATC Hie te owl, if maintain Effective, 19, Owner ATC610 Mode) Serial Number Cost ‘Analog Training Computers Dated CTS f Gara AES ATR PRTSECTION VIITFOREWORD The ATC-610 Personal Flight Simulator is designed to aid the pilot in developing and maintaining his flying skills. It is designed for use with cassette tapes from the Flight Assignment Series and the Coor- dinated Instrument Rating Program Series. However, the advanced stu~ dent, rated pilot or instructor may wish to concentrate practice in speci~ fic areas, This manual has been developed to acquaint these pilots with the many programmable features of the ATC-610 and enable its use for specific concentrated practice. The ATG-610 is the most sophisticated state-of-the-art general aviation trainer available. It is a true position based simulator that can be flown anywhere within a 50 x 75 mile area as defined by the low altitude enroute charts found in the software volumes. Any instrument maneuver that can be flown ina single VOR ADF equipped General Aviation Aircraft can be flown on the ATC-610. Most programming is accomplished by tuning in the VOR, ADF and ILS equipment just as it is in the aircraft. The one difference is found in the transponder. Its function is to program the OM intercept alti~ tude and the direction of the ILS approach. ‘The manual is divided into six sections: "elf Instruction Features" - This section deals with the programming of the devices which have been designed into the simulator to Indicate incorrect pilot action. "COM" - This section deals with the function performed by the COM selection. "ILS" - This section deals with the programming of the "ILS" or localizer system, VOR - This section deals with the programming of the VOR system. "ADE" - This section presents the programming of the ADF. “Approach Programming" ~ This section presents examples of how to program an approach. The ATG-610 Personal Flight Simulator when used with the Flight Assignment and Coordinated Instrument Rating Program Tapes is a complete system simu~ lating the aircraft controls and instrumentation, the IPR environment, and the pilot/controller interaction. When used with this manual, the pilot will find it to be the most valuable aviation training or proficiency device to be found anywhere. atSECTION I SELF INSTRUCTION FEATURESSELF INSTRUCTION FEATURES TURBULENCE ‘The turbulence control is used to inject simulated turbulent conditions into the operation of the simulator. Each of the basic flight instruments react to the turbulence as the pitch and roll attitudes of the simulator change. The turbulence control is a six position switch with positions labeled OFF and 1 through $. Table 1-1 indicates the degree of turbulence for each switch position. Table 1-1 Turbulence Control Switch Position Degree of Turbulence OFF No Turbulence 1 Light 2 Moderate 3 Heavy 4 Severe 5 Extreme PRECESSION The heading indicator (DG) and the magnetic compass are driven by servo motor and gear assembly. The ATC-610 has a built-in noncontrollable precession feature. Since the simulator is designed to react electrically to the heading indications of the magnetic compass, it is more reliable. Just as in the airplane, the DG must be checked frequently and realigned with the magnetic compass. The heading indicator has a reset knob on the left side which may be used to align it with the magnetic compass. a2The fuel tanks are only filled while the simulator is in the taxi mode. Once a flight is started, it 1s impossible to fill any tank without landing the simulator and going to the taxi mode of operation. Proper sequence must be followed when switching fuel tanks. The pilot must: o Turn the fuel pump on © Switch tanks o ‘Turn the fuel pump off. If the fuel pump is not placed to the ON position, instruments will indi- cate an engine failure, MAP will go to 0 and RPM will go to zero. Power will not be restored until the fuel pump switch is placed in the ON position. At this time, MAP and RPM will return to their previous settings. Then the fuel pump should be placed to the off position until the next switching procedure of landing.‘TRANSPONDER OPERATION ‘The transponder performs two functions in the ATC-610. First it serves to program the computer in conjunction with the Navigation (NAV) ér. quency selector. Second, it incorporates three self~instruct functions: Operation Alert,” Code Alert and Altitude Alert. We will cover these functions in this section. OPERATION ALERT Since utilization of the "ident" feature in the aircraft while in the "OFT" or "STANDBY" position is ineffective, a warning buzzer will sound if the "IDENT" button is depressed on the ATC~610 while in either the "OPE" or "STANDBY" position, CODE ALERT ‘There are presently four codes that should not be utilized even when switching from one code to another. These are 7700, 7600, 7500, and 0000. The simulator will react to the use of these codes by sounding @ warning buzzer when it is in the ON or LOW mode. The proper procedure for switching is the same as in the aircraft: 1. Turn the transponder to the "STANDBY" position. 2, Switch codes. 3, Return the transponder to the ON or LOW position. ALTITUDE ALERT ‘The transponder is also used in conjunction with the COM transceiver to indicate altitude deviations during simulated flight. While this feature is not normally part of the transponder operation, it has been included in the ATC~610 to remind the pilot of the necessity of maintaining assigned altitudes for terrain clearance and separation from other aircraft. To utilize this feature, the following conditions must be met: 1, First digit of the transponder must be set to 1, 3 or 5. 2, The COM frequency must be set on 118.0, 119.2, or 130.2. When these conditions exist, an alarm will sound whenever the altimeter is not within £200 feet of a cardinal altitude. a3COMPASS LOCATOR Compass locator transmitters are often situated at outer marker sites. ILS PROGRAMMING ‘The ATC-610 instrument landing system is programmed by first referring to the approach plate for the terminal air field desired - tuning the NAV dial to the localizer frequency ~ setting the transponder to the desired runway heading and Outer Marker (OM) intercept altitude and flying the approach. The CDI is automatically coupled to the ILS when an ILS frequency is selected. ILS SELECTION The NAV switch contains 12 positions. Six positions are designated ILS frequencies. They are: 108.1, 109.5, 110.3, 110.7, 111.1, and 111.7. The actual locations of these airports are determined by the NAV card in~ serted in the unit. Their locations may be found by referring to the proper Low Altitude and Approach Charts for the NAV card. ILS HEADING AND OM INTERCEPT ALTITUDE SELECTION TRANSPONDER —DIGIT.-—«~IGIT.-—DIGIT.-—OIGIT FUNCTION SWITCH #1 #2 #8 4 The transponder programs four features of the simulator, The OFF, STBY, ON, LOW switch controls the lights of the Marker Beacon. The first digit of the Transponder code is used in two ways: Uneven num- bers in conjunction with the proper COM frequencies programs the altitude alert system; even numbers coupled with the second digit of the Transpon~ sec pailALTITUDE ALERT 1000" INTERVALS ‘ALERT BUZZER First Window Transponder Code 1, 3 or § 800. 200 PLUS. Comm, Freq. 118.0, 119.2 or 130.2 The system should not be activated unless the “hundreds" needle on the altimeter is within £200 ft, of a cardinal altitude. The normal procedure for setting up the proper conditions is as follows: 1. Select a cardinal altitude (e.g., 1000", 2000", 8000"). 2. Climb or descend to this cardinal altitude. (The simulator should not be programmed for altitude alert.) 3. When the cardinal altitude is arrived at, program in the altitude alert system. 4, Practice straight and level, and level turns in this mode. Once the alarm has sounded, it can be stopped by: a. Switch the transponder to ST'BY or OFF or; b. Reset the transponders first digit to a code other than 1, 3 or §, oF c. Change COM frequency toa setting other than those used for activation, or; d. Fly back to the cardinal altitude. FUEL ALERT To reinforce a constant awareness of fuel management, the ATC-610 uses a fuel system similar to that found in many aircraft. There are two fuel tanks, each containing a minimum of 45 min, of flight time. A fuel selec~ tor, that is switchable to either left or right tank. A fuel gauge then reads the quantity of the selected tank and remembers the amount used through= out the flight. A fuel pump, located on the lower panel to the left of the fuel selector, simulates the electric fuel pump in an aircraft. 8sSECTION 2 COM FREQUENCIESCOM FREQUENCIES The function of the COM selector is to program the simulator for @ start airport, enable other solf/instruct features and program the verify field in sight function. The following table lists the COM frequencies avail- able and the function assigned to each. Frequency 119 118 118 135 132 130 128, 126. L 124, 123. 121. 12 25 0 24 22. 2 9 4 L 3 6 5 TABLE 2-1 Function FLY/TAXI Switch in Taxi Position Start Airport NONE Start Airport NONE NONE Start Airport Start Airport NONE Start Airport _ NONE Start Airport NONE 87 FLY/TAXI Switch in Fly Position Activates the field in sight and motion. Activates Altitude Alert System in con- Junction with proper transponder code NONE = ‘Activates the field in sight function. Activates Altitude Alert System in conjunction with proper transponder code, NONE NONE Activates the field in sight function. Activates Altitude Alert System in conjunction with proper transponder code ‘Activates the field in sight function. NONE Activates the field in sight function. NONE Activates the field in sight functio: NONEWhen the FLY/TAXI switch is in the TAXI position, the COM frequency deter- mines the start airport location. If a plotter is being used with the simulator, \— it will move to the start position on the chart. During the fly mode of operation, six of the COM frequencies (see Table 2-1) are used to enable the verify field in sight feature of the simulator, The frequency of the destination airport must appear in the COM window for the field in sight feature to be energized. Each Volume of Series III contains a listing of associated COM frequencies and start points.SECTION 3 INSTRUMENT LANDING SYSTEM (ILS)INSTRUMENT LANDING SYSTEM (ILS) GENERAL DESCRIPTION ‘The instrument landing system of the ATC-610 is programmed using the NAV frequency selector and transponder code. Indications of the approach are presented on the CDI-glide slope indicator and the Marker beacon re- ceiver. As in the airplane, to fly an approach, the simulator must be flown to a terminal air field and the localizer intercepted. The only programming required is the selection of the proper NAV frequency for the airport end setting the transponder code for the LOC heading and the glide slope intercept altitude. ‘The instrument landing system is designed to provide an approach path for exact alignment and descent of an airoraft on final approach to a runway. ‘The ground equipment consists of two highly directional transmitting sys~ tems and, along the approach, two (or fewer) marker beacons. The direc~ tional transmitters are known as the localizer and glide slope transmitters. ‘The system may be divided functionally into two parts: Guidance information - localizer, glide slope Range information - marker beacons Compass locators located at the outer marker or middle marker may be sub~ stituted for these marker beacons. LOCALIZER The localizer transmitter emits signals which provide the pilot with course guidance to the runway center line. ‘The approach course of the localizer, which is used with other functional parts, e.g., glide slope, marker beacons, etc., is called the front course. ‘The course line along the extended centerline of a runway, in the opposite direction to the above is called the back course. When flying inbound on the back course, it is necessary to steer the aircraft in the direction op~ posite of the needle deflection on the airborne instrument when making corrections from off-course to on-course. This "flying away from the needle" is also required when flying outbound on the front course of the localizer.The glide slope transmitter transmits a glide path beam 1.4* wide. The term "glide path” means that portion of the glide slope that intersects the locali- zer. The glide path projection angle is normally adjusted to 3 degrees above horizontal so that it intersects the middle marker at about 200 feet and the outer marker at about 1400 feet above the runway elevation. The glide slope is normally usable to the distance of 10 NM, In addition to the desired glide path, false course and reversal in sensing will occur at vertical angles considerably greater than the usable path. The proper use of the glide slope requires that the pilot maintain alertness as the glide path interception is approached and interpret correctly the "fly-up" and "fly-down" instrument indications to avoid the possibility of attempting to follow one of the higher angle courses. Provided that pro- cedures are correctly followed and pilots are properly indoctrinated in glide path instrumentation, the fact that these high angle courses exist should cause no difficulty in glide path navigation. Every effort should be made to remain on the indicated glide path. Ex- treme caution should be exercised to avoid deviations below the glide path so that the predetermined obstacle/terrain clearance provided by an ILS instrument approach procedure is maintained. The glide path should not be expected to provide guidance completely to a touchdown point on the runway. MARKER BEACON ILS marker beacons have an antenna array designed to produce an elliptical pattern with dimensions, at 1000 feet above the antenna, of approximately 2400 feet in width and 4200 feet in length. Airborne marker beacon receivers with a selective sensitivity feature should always be operated in the "low" sensitivity position for proper reception of ILS marker beacons. Ordinarily, there are two marker beacons associated with an instrument landing system; the outer marker and middle marker. ‘The outer marker (OM) normally indicates a position at which an aircraft at the appropriate altitude on the localizer course will intercept the ILS glide path. The middle marker (MM) indicates a position at which an aircraft is ap- proximately 3500 feet from the landing threshold. This will also be the position at which an aircraft on the glide path will be at an altitude of ap- proximately 200 feet above the elevation of the touchdown zone, 810der code sets the glide slope altitude at the OM and MM, Digits three and four set the direction of the ILS approach. Table 3-2 summarizes the Transponder Functions. Table 3-2 Transponder Function Summary TRANSPONDER a OFF/STBY/ON/LOW DIGIT DIGIT DIGIT DIGIT SWITCH 1 2 3 eg Controls Marker Odd Num~ Used in Controls Used in Beacon Lights bers in con= conjunc- direction conjunction in conjunction junction with tion with of ILS with Digit with Marker COM frequen- even num- approach 3 to set Beacon ON/OFF cy controls bers of direction switch altitude Digit } to of approach alert set glide - slope Even numbers in conjunction with 2nd tran- sponder digit sets glide slope TRANSPONDER FUNCTION SWITCH The transponder function selector controls the marker beacon receiver light sequence in conjunction with the position of the marker beacon receiver ON/OFF switch. Table 3-3 presents the light indications that can be ex- pected throughout the ranges of the function selector switch. The marker beacon lights will not be activated unless an ILS frequency is selected in the NAV window.TABLE 3-3 MARKER BEACON TRANSPONDER FUNCTION SWITCH SWITCH On OFF OFF STBY on LOW ON OFF, / cs OM OFF ‘Orr OFF OFF on]. OFE/ on OFF MM OFF OFF. OFF OFF NAL, hy Nay ey EM/Z on OFF On OFF TRANSPONDER DIGIT 1 & 2 The first digit of the transponder code performs two functions. As discussed in Chapter 1 of this section, it programs the altitude alert system. And, it programs the Glide Slope intercept altitude at the outer marker and middle marker when it is used in conjunction with the second digit of the transpon- der code. Table 3-4 lists the codes for digits 1 and 2 with their respective outer marker and middle marker altitudes. SS TABLE 3-4 CODE OM ALT MM ALT CODE __OM ALT _MM ALT. 22 5800 4600 47 3400 2200 26 5600 4400 43 3200 2000 21 5400 4200 45 3000 1800 i 24 5200 4000 40 2800 1600 | 27 5000 3800 02 2600 1400 | 23 4800 3600 06 2400 1200 25 4700 3400 01 2200 1000 20 4400 3200 04 2000 800 42 4200 3000 07 1800 600 46 4000 2800 03 1600 400 41 3800 2600 0s 1400 200 44 3600 2400 oo 1200 0 12‘The sole function of the third and fourth digits is to control the Direction of the ILS approach. Table 3-5 presents the digits and associated ILS headings. ILS Headings 3rd 4th ILS Heading 3rd. 4th ILS Heading 1 o oe 3 0 180° 1 1 10° 3 1 190° 1 2 20° 3 2 200° 1 3 30° 3 3 210° 1 4 50° 3 4 270° i 5 60° 3 5 240° i 6 70° 3 6 250° 1 7 80° 3 7 260° a 0 90° 4 0 270° 2 1 100° 4 1 280° 2 2 110° 4 2 290° 2 3 120° 4 3 300° 2 4 140° 4 4 320° 2 5 150° 4 5 330° 2 6 160° 4 6 340° 2 7 170° 4 7 350° TABLE 3-5 843/814VHF OMNI DIRECTIONAL RANGE (VOR) VOR's operate within the 108,0-117.95 MHz frequency band and have a power output necessary to provide coverage within their assigned opera~ tional service volume. The oquipment is VHF, thus, it is subject to line~ of-sight restriction, and its range varies proportionally to the altitude of the receiving equipment. ‘The effectiveness of the VOR depends upon proper use and adjustment of both ground and airborne equipment. a. Accuracy: The accuracy of course alignment of the VOR is excellent, being generally plus or minus 1°. b. Roughness: On some VOR's, minor course roughness may be observed, evidenced by course needle or brief flag alarm activity (some receivers are more subject to these irregularities than others). At a few stations, usually in mountainous terrain, the pilot may occasionally observe a brief course needle oscillation, similar to the indication of “approach~ ing station." Pilots flying over unfamiliar routes are cautioned to be on the alert for these vagaries, and in particular, to use the "to-from" indicator to determine positive station passage. Certain propeller RPM settings can cause the VOR Course Deviation Indicator to fluctuate as much as *6°. Slight changes to the RPM setting will nor~ mally smooth out this roughness. Helicopter rotor speeds may also cause VOR course disturbances. Pilots are urged to check for this propeller modulation phenomenon prior to reporting @ VOR station or aircraft equip~ ment for unsatisfactory operation. DISTANCE MEASURING EQUIPMENT (DME) In the operation of DME, paired pulses at a specific spacing are sent out from the aircraft (this is the interrogation) and are received at the ground station. The ground station (transponder) then transmits paired pulses back to the aircraft at the same pulse spacing but on a different frequency. The time required for the round trip of this signal exchange Is measured in the airborne DME unit and is translated into distance (Nautical Miles) from the aircraft to the ground station. Operating on the line-of-sight principle, DME furnishes distance informa~ tion with a very high degree of accuracy. Reliable signals may be received at distances up to 199 NM at line-of-sight altitude with an accuracy of bet~ ter than 1/2 mile or 3% of the distance, whichever is greater. Distance in- formation received from DME equipment is SLANT RANGE distance and not actual horizontal distance. 818DME operates on frequencies in the UHF spectrum between 962 MHz and 1213 MHz. Airoraft equipped with TACAN equipment will receive distance information from a VORTAC automatically, while aircraft equipped with VOR must have a separate DME airborne unit. VOR/DME, VORTAC, ILS/DME, and LOG/DME navigation facilities estab- lished by the FAA provide course and distance information from colocated components under a frequency pairing plan, Aircraft receiving equipment which provides for automatic DME selection assures reception of azimuth and distance information from a common source whenever designated VOR/ DME, VORTAG, ILS/DME, and LOC/DME are selected. Pilots are cau- tioned to disregard any distance displays from automatically selected DME equipment whenever ILS facilities, which do not have the DME feature in- stalled, are being used for position determination. Six VOR locations are preprogrammed and are not changeable in any way other than changing the NAV programming card. A programming card is installed in the simulator on delivery. Reference to the individual Volume Low Altitude Enroute charts will furnish VOR locations in reference to TERMINUS airports, The DME equipment is automatic, EVERY VOR IS A VORTAC and DME readouts are automatically displayed whenever a VOR station is selected on the NAV selector. ‘The VOR FREQUENCIES AVAILABLE in the ATC-610 are: 108.2 109.4 109.6 210.4 110.8 111.2 a16SECTION 4 VERY HIGH FREQUENCY OMNI DIRECTIONAL RANGE (VOR)AUTOMATIC DIRECTION FINDER (ADF) NON-DIRECTIONAL RADIO BEACON (NDB) A low or medium-frequency radio beacon transmits nondirectional signals whereby the pilot of an aircraft equipped with a loop antenna can determine his bearing and "home" on the station, These facilities normally operate in the frequency band of 200 to 415 kHz and transmit a continuous carrier with 1,020-cycle modulation keyed to provide identification except during voice transmissions. When a radio beacon is used in conjunction with the Instrument Landing System markers, it is called a Compass Locator. All radio beacons except the compass locators transmit a continuous three~ letter identification in code except during voice transmissions. Compass locators transmit a continuous two-letter identification in code. The first and second letters of the three-letter location identifier are assigned to the front course outer marker compass locator (LOM), and the second and third letters are assigned to the front course middle marker compass locator (LMM). Example: ATLANTA, ATL, LOM-AT, LMM-TL. Voice transmissions are made on radio beacons unless the letter "W’ (without voice) is included in the class designator (HW). Radio beacons are subject to disturbances that result in ADF needle deviations, signal fades and interference from distant station during night operations. Pilots are cautioned to be on the alert for these vagaries. The ADF system in the ATC-610 Personal Flight Simulator was designed to provide simulated homing, tracking, holding and approaches for practice Since position is the base for all approaches, you may expect that if the approach is flown correctly, you will obtain all indications you would re~ ceive in an aircraft. If the approach is flown incorrectly, and you are not within one mile of the airport at the end of your station time out, the approach verification light will signal an approach failed. The simulator is unforgiving. Programming of the ADF stations is done by Tuning in an ADF station and flying the simulator as you would an aircraft. 817: SECTION § AUTOMATIC DIRECTION FINDER (ADF)The positions of the ADF stations available are programmed as follows: ADF POSITIONS There are 225 ADF stations available in any ATC-610 simulator,and they may be programmed in one inch increments along the X and Y axis of a grid whose field is fifteen inches by fifteen inches (see figure 5-1). NOTE The plotter option available for the ATC~610 is only capable of plotting 175 ADF stations. This in no way affects the units 225 capability. ADF PROGRAMMING. To lend realism to the ATC-610 ADF system, all programming of the ADF is done through the ADF Digital readout switches on the right side of the simulator. Reading from left to right, the digits are designated as No. 1, No. 2, and No. 3, aieFigure §-1 divides the low altitude enroute chart into four quadrants. Y Axis Quadrant I Quadrant IL X Axis Quadrant IV Quadrant IIT Y axis Figure 5-1 Digit No. 1 of the ADF determines which quadrant the station will be located. Table 5-1 lists the quadrants and the appropriate numbers to be displayed in Digit No. 1. Quadrant Number I lors a 3or7 m1 2or 6 Ww 0, dor 8 TABLE 5-1 The second digit of the ADP frequency designates the displacement of the ADF along the X axis. Each number represents one inch of displacement. The third digit of the ADF frequency designates the displacement of the ADF along the ¥ axis. Again, each number represents one inch of dis- placement (Refer to Figure 5-2). a1Y Axis X Axis Y Axis Example Y Axis X Axis STATION FREQ No, 1 No. 2 No.3 3 5 5 Inches XAxis DIGIT No. 2 DIGITNo. 3 Displayed oamene oo mene Figure 5-2 In this example the ADF station desired is in the II quadrant. (See Figure 5-1) Therefore, the first digit for this quadrant can be either 3 or 7, (Table 5-1) The second digit is determined by counting the number of inches along the X Axis. It is displaced 5 inches, so the second digit is 5. (Figure 5-2) The third digit is determined by counting the number of inches along the ¥ Axis. It is displaced 5 inches, so the third digit is 5. (Figure 5-2) 820COMPASS LOCATOR Compass locator transmitters are often situated at outer marker sites. ILS PROGRAMMING The ATC~610 instrument landing system is programmed by first referring to the approach plate for the terminal air field desired - tuning the NAV dial to the localizer frequency ~ setting the transponder to the desired runway heading and Outer Marker (OM) intercept altitude and flying the approach. The CDI is automatically coupled to the ILS when an ILS frequency is selected. ILS SELECTION The NAV switch contains 12 positions. Six positions are designated ILS frequencies. They are: 108.1, 109.5, 110.3, 110.7, 111.1, and 111.7. The actual locations of these airports are determined by the NAV card in- serted in the,unit. Their locations may be found by referring to the proper Low Altitude and Approach Charts for the NAV card. ILS HEADING AND OM INTERCEPT ALTITUDE SELECTION TRANSPONDER DIGIT DIGIT DIGIT DIGIT FUNCTION SWITCH NO, 1 NO. 2 NO. 3 NO. 4 The transponder programs four features of the simulator. The OFF, STBY, ON, LOW switch controls the lights of the Marker Beacon. The first digit of the Transponder code is used in two ways: Uneven num- bers in conjunction with the proper COM frequencies programs the altitude alert system; even numbers coupled with the second digit of the Transpon-NEW YORK LOW ALTITUDE PROGRAMMING INFORMATION YOR Sparta 108.2 Solberg 110.8 Yardley” 111.2 Coltsneck 109.4 Kennedy 109.6 Deer Park 110.9 Destination Airports The ILS Frequency determines the destination airport. ILS's are located at the following airports and are programmed by setting the frequency in on the NAV Dial. Westchester 110.7 Teterboro 110.3 Morristown a. Mercer County 111.7 Monmouth County 109.5 Islip 108.7 Start Airports Start airports are defined by the COM Frequency. Remember that the unit must be in the taxi mode and the COM Frequency desired set on the dial in order to position the plotter. An en route fre- quency cannot be set in until the fly mode switch is in the fly Position. The following table is a list of the applicable frequencies and start points. : eee Eo Westchester County 118.0 Teterboro 119.2 Morristown 132.2 Mercer County 128.2 Monmouth County 123.6 Isip 4 128.0Precision Approaches with Go-Located OM, ADF, (LOM) Islip 2 approaches Teterboro Westchester Monmouth Morristown Mercer County ADF The ADF is set up by designating a quadrant with the first digit of the ADF fre~ quency; the X coordinate with the second digit; and the Y coordinate with the third digit. 108.7 110.3 110.7 109.5 Ld 111.7 com 128.0 119.2 118.0 123.6 132.2 125.1 No. 1 No. 2.No.3 Digit No. 1 Quadrant Designation Digit No’ 2_X Coordinate Quadrant I 1 1 wv Digit No. 2 0 1 2 3a 4 5 6 7 Trans. XK23) XXIS xd xx26 xxa2. xxa4 xx41 Runway 120° 60° 360° 160° 290° 230° 280° Digit No. 1 43,7 2,6 Inches Displaced £0,4,8 ans 0 Monee ne ADP 250 252 201 324 414 512 442Pane 2 The Hunt and foarth digits control the TLS heading. the antyrma tio - The following table provides 1 0 “ 1 1 tu" 1 20° 1 I a5" 1 4 so" 1 i ul 1 a i 7 2 vu | ao” 2 L 100° 2 2 j10° Fee 3 125° 2 4 Liv? 2 3 150° 2 6 160° 2 7 170° Is rREQUENGY, “ ILS! are | frequency 1h oft the NAV dial. 118 Tred, 109.5 110.7 Atrport Jancagter Potistown Allentown (3) ‘Muu MAP Carlisle Reading ted at the following altports and ate proyrammed by setting the‘TRANSPONDER. ATC-610 PROGRAM INFORMATION ‘The Transponder in the 610 performs the same function as the Transponder in “the S10. ‘The Function Switch controls the Marker Beacon lights and the Altitude Hold feature. The first two digits of the Transponder code controls the OM and MM glide slope intercept altitudes. The table below provides that information. MM ALT MM ALT OM ALT. (D.H.) CODE OM ALT, {D.H.) 5800 4600 47 3400 2200 5600 4400 43 3200 2000 5400 4200 45 3000 1800 $200 4000 40 2800 1600 $000 3800 02 2600 1400 4800 3600 06 2400 1200 4600 3400 01 2200 1000 4400 3200 04 2000 800 4200 3000 07 1800 600 4000 2800 03 1600 400 3800 2600 os 1400 200 3600 2400 00 1200 0APPENDICESRUDDER PEDAL ADJUSTMENT PROCEDURE Before operating your ATC~610 Personal Flight Simulator with the rudder pedal assembly, perform the following procedure: Set the ATC-610 ona table, insure that master switch if "Off" and the turbulence selector switch is set to the "Off" position, then plug in the power cord. Plug the rudder pedal assembly into the corresponding pin. socket at the rear of the flight simulator. Sit in front of the flight simulator holding the rudder assembly on your lap with the rudder pedals facing away from you. Note the rudder trim adjustment lever. Adjust to the approximate mid~ point position. Turn the master and fuel pump switches "On" by depressing the tops of the switches and adjust power to 75% (24" MAP, 2400 RPM). Establish straight and level flight with the vertical speed indicator showing no climb or descent with wings level. Readjust the rudder trim as required to insure that the turn and bank indicator are both centered under the cruise conditions in- dicated in Step 3. Fasten the rudder assembly to the floor with screws or use a heavy tape along the four edges of the base plate to hold the assembly to a hard surface. Use a chair of proper and comfortable height with non-skid feet (rubber) so that pressures on rudder pedal will not slide the seat backwards. If it is desired to operate the ATC-610 Personal Flight Simulator without the rudder pedal assembly, be sure to insert the Jumper Plug in the rubber plug socket. Failure to do so will result in a constant turning and out of-trim indication. QS 1. 2. 3. 4. 5. 6. No AtATL {Analog Training Computers, Inc. ® 185 Monmouth Parkway ™ West Long Branch, N.J. 07764 201-870-9200 WS SAMPLE “AREA SEQUENCE REPORT" — tor ure with me “ATC-610 Clearance/Weether Copying Exarcity” Camette Tape M2 sazz210000 SUF 250010 168/63/33/2410/002 RADAT 19090/+BUFS/22 IAG 250010 162/61/42/2207/000 303 1001 ROC 20007 162/65/56/2406/000 SYR S 1SOM32@4RW--GF 170/56/54/0704/002 UCA — ROFZ5970@7RW- 157/55/48/3504/999/ O1A0A 78 BEN SOF2OBATRWH 175/57/56/3006/005/ T ALL QUADS MUG NE OCNL LTGICCG PK WND F32/15 26 »BGM 5/19 RVV NO¥ C 5/18 oo £45920088 175/59/56/0504/004/ 317 79 Rw TOL 500250-07+ 171/65/40/3207/002 FDY SODF250B15 174/65/44/3006/003/ 10300 70 MFD 500100015 64/48/2710/004 SLE a0otoog12 178/63/46/3205/005 AQ) BKL 60015+ 61/53/3005/FO06/ ///70 CAK 40015 170/66/45/2905/002/4CAKS5/4 YNG 40012 170/65/45/0405/003 FRI 100015+ 175/61/36/1903/003/302 1030 86 BFD £10099 177/61/41/3308/006/ 319 70 DUJ DLAD PSB 150F60@10 154/70/49/2906/001/HIR CLDS VSB/ 215 79 ‘ IPT F60020004H 145/72/62/1509/996/RBI6F21/ 31700 1507 80 ~ AVP 450£709120810 164/70/57/1910/001/DARK W- NNW ABE 1200F250610 159/67/56/1207/999 ISP O10 176/56/51/2004/004/ FOG BANK S 207 64 +ISP4/45 4/56 A/65 4/67 JFK 69220034 9180/54 /50/ 1406/005 TER 250-D6HK 59/200B/E005 4TEBy2/3 EWR 1200250-07 176/55/51/1607/004 / FEW ST SE 500 1676 62 *FWRL4/25 LGA 22007 176/59/49/1709/004 VA “LGAYS/5 HPN 20009 173/60/51/1804/003 HPN 5/5 12-30 CLSD ZZN 500120010 160/67/47/2908/001/ 303 75 WLG 300250015 70/45/3109/E003 AGC 450250-%11 71/46/3306/E000 PIT 450250-915 160/70/43/3210/001/ RADAT 541082084 102~PIT¥5/10 BSI SODF220012 64/56/3109/ 303 76 OO S M659Z00G10 155/67059/2006/000/ 115 67 JST SODFZ00B8 M/M/3212/000 PNE E200912 66/52/1411 @PNEWS/1 5/2 PHL £25092 168/65/56/2509/000 +PHL»5/10 BAL F60224087 165/65/55/0407/000*BAL™5/6 DCA 6ODF1Z0@8TRW- 146/72/58/1007/995 TBA3 T w MOVG E OCNL LTErcrG RBAO PK WND 09/14 O4/VA4DCA 5/45 DAA GCA 32 OTS¥5/10 5/43 5/44 DIA TAD M4O@1TRM 167/65/61/3606/002 ROIRVREO+ RIORVR6O+ T F MOVE F OCNL LTGCG © PK WND 36/16 36 RADAT 94104 HAR Ne RDS F45015087 74/58/2508/000 MDT F60915095H 67/56/1707/000 HAR F40D120@5H 158/69/59/1105/F998/ 107 72 1A Subsidiary of Eletronic Astclate, In. a2[wae aNd NOW XK eS WaT “° forsin 07 LHS!) av YON ay INT Naw YOR Too Z 0021 YON NOW Tor9zn FLIGHT ASSIGNMENT 202‘INI MRGL ITTSE FLIGHT ASSIGNMENT 203 AS$0 @GN ‘ga Cc ‘aaa a ‘fas a ‘yur uoueOUE EEbA WOT uowourzg INI “any? UmorsTaOA WGN PLIGHT ASSIGNMENT 204 ATIABSisvea TRS Somveares sonar, ommseas Fecieral Aviation f Administration JAN 4 1685 Mr, Barry N. Grant President, ATC Flight Simulator Company 1560 19th Street Santa Monica, California 90404 Dear Mr. Grant: ‘This is in resronse to Mr. Emmet Ryder's November 16 letter regarding the use of the ATC-§10 and ATC~710 flight simulator for pilot training under Federal Aviaticn Regulations (FAR) Part 61, Certification: Pilots and Plight Instructors, and Part 141, Pilot Schools. The APC-610 and ATC-710 flight simulator contains sufficient features to permit its use for doth the 50 and 100 percent mucimim simiation times authorized by Fart 141. With the enclosed pilot etaticn, the trainer meets the requirements of FAR Section 141.41(a)(2) for 50 percent of the allowable similator times. With the further addition of the X-¥ Plotter, the trainer meets the requirements Gf FAR Section 141.41(a)(1) and may be used to meet the 100 percent maximum authorization provided total aimilator time 18 devoted to instrument training ard ic approved in a training course outline. - ‘The simulator Tay 92 used in training the pilot in “controlling and maneuvering an airplane solely by reference to instruments, including descents and climbs using radio aids or radar directive." However, Part 61 of the regulations provides that an applicant for a private pilot |. certificate mst have at least 40 hours of flight time, all of which mist be in an airplane. Therefore, similator time cannot. be credited toward this total time requirement, ‘Under Part 61, an applicant for a comercial pilot certificate must have at least 250 hours of flight time as a pilot, which may include 50 hours of instruction from an authorized instructor in a simmlator, The ATC-610 and ‘RIC-710 simulator will also be acceptable to the Administrator for this purpose. ‘An applicant for an instrument rating under Part 61 must have at least 40 hours of instrument flight time, which my include 20 hours of instrument instruction by an authorized instrument instructer (ground or flight) ina simulator. The ATC-610 and ATC-710 may also be used for this 20 hours of required instruction.The ATC-610 and ATC-710 may be used in connection with malntainilg instrument currency under FAR Section 61.57(e), i.e., it may be used for three of the required hours of instrument time, as well as performing the required six instrument aporoaches. The AIC-610 and AIC-710 my, at the Aiscretion of the Administrator, be used dn connection with an instrument competency check, During the conduct of the practical test for an instrument rating, a minimim of one approach must be demonstrated in an airplane or helicopter, as appropriate, The inspector/examiner conducting the flight test may, at his discretion, allow the applicant to parfarm the instrument (es), not selected for actual flight demonstration, in an RIC~610 and ATC-710 flight simulator that meets the requienents of FAR Section 141.41(a)(1). Sincerely, Ji Sb bio Bernard A. Geier Manager, General Aviation & Commercial Division, AFO-800ATL Analog Training Computers @ 185 Monmouth Parkway 8 West Long Branch, NJ. 07764 201-870-9200 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION. WASHINGTON, 0.6. BO591 ‘SEP 12 87 7 Mr. Anthony Romano Vice President & General Manager Analog Training Computers, Inc. 185 Monmouth Parkway Weat Long Branch, New Jersey 07764 Dear Mr, Romano: This {s in response to your August 23 letter regarding the use of the ATC-610 J and K flight simulators for pilot training under Part 61, Gertification: Pilots and Flight Instructors, and Part 161, Pilot Schools, The ATC-610 J and K flight simulator contains sufficient features to permit its use for both the 50 and 100 percent maximum simulation times authorized by Part 141, With the enclosed pilot station, the trainer meets the requirements of Section 141.41(a)(2) for 50 percent of the allowable similator times. With the further addition of the X-¥ plotter, the trainer meets the requirements of Section 141,41(a)(1) and may be used to meet the 100 percent maxicum authorization provided totel simulator time is devoted to instrument training end fa approved in « treining course outline, The simulator aay be used in training the pilot in "controlling and maneuvering an airplane solely by reference to instruments, including descents and climbs using radio for radar directive,” However, Part 61 of the regulations provides that an applicant for « private pilot certificate must have at least 40 hours of flight time, all of which mist be in an airplane. Therefore, simulator time cannot be credited toward this total time requirement, Under Part 61, an applicant for a commercial pilot certificate must have at least 250 hours of flight time as a pilot, which may include 50 hours of instruction from an authorized instructor in a similator. ‘The ATC-610 simulator will also be acceptable to the Administrator for this pukpose. A Dlion of Clactranie Amociau, Ine. Becwone Ameritas ne2 Am applicant for en instrument rating under Part 61 must have at least 40 hours of instrument flight time, which may include 20 hours of {nstrument instruction by an authorized instrument instructor (ground or flight) in a simulator, The ATC-610 may also be used for this 20 hours of Fequired instruction, ‘The ATC-610 may aleo be used in connection with msiataining instrument currency under Section 61,57(¢); that is, it may be used. for three of tha required hours of instrument tine, as well as performing thé required six {nstrument approaches, tion, do not hesitate to contact us, Should you have any other q Sincerely, op GEORGES, BOSWELL’ Chief, General Aviation Operations Branch, AFS-820 General Aviation DivisionGHANGE DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMUYSTRA) NED 8710.4, CHG 2 i) nov 5 jam 5/979 ole! ATC ERC, SURE GENTTETCATION: PILOTS AND FLIGHT INSTRUCTORS PuWPUGE, This change transmits Part 61 Certification Bulletin No, 70-8 ‘CMevised), Conduct of instrument rating practical test; required instrument approaches. At the discretion of the inspector/exominer, it allows applicants for an instrument rating to perform two of the three spproaches ina flight cimlator. —~—-— ee oS 8710.4 CHG 2 5/9/79 Appendix 2 * PART 61 CERS.¥ICATION BULLETIN’ NO. 78-8 (REVISED) = SUBJECT, Conduct of instrument rating practical test; required instrument approaches. REFERENCE. FAR 61.654; Order 8710.4, para. 169; and Order 8710.3, para. 98. DISCUSSION. Section 61.65(g) requires an applicant for an instrument rating to pass a practical teat on instrument flight procedures selected by the inspector/examiner to determine the applicant's ability to perform the IFR operations on which flight instruction is required by paragraphs (o) and (d) * of Section 61.65. Section 61.65, through the Flight Test Gulde, requires that all approaches be denonstrated. However, all approaches need not be demonstrated in flight. Competency in each approach is mandatory in order to verify aeronautical skill required for the issuance of an instrument rating. * ACTION. Each district office will take necessary action to ensure that ADF, VOR, and ILS approaches are demonstrated during instrument practical tests * conducted by operations inspectors/examiners. At least one of the required approaches muat be demonstrated in flight. The tnapector/examiner conducting the flight tost my, at his discretion, allow the applicant to perform the instrument appronch(vs), not selected Cor actual flight demonstration, in a flight sjmulator that maeta the requirg~ mounts of Seetion 141,41(a)(1) of the FAR. (Q/O He Weeks ZZ) ES Ee RMNAUT A GP EERATL : ‘Analog Training Computers 8 185 Monmouth Parkway # West Long Branch, N.J, 07764 201-870-9200 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION WASHINGTON, 0.C. 20591 ‘SEP 1% BIT Mr. Anthony Romano Vice President & General Manager iz Analog Training Computers, Inc. 185 Monmouth Parkway West Long Branch, New Jersey 07764 Dear Mr, Romano: ‘This is in response to your August 23 letter regarding the use of the ATC-610 J and K flight simulators for pilot training under Part 61, a Certification: Pilots and Flight Instructors, and Part 141, Pilot Schools, The ATC-610 J and K flight simulator contains sufficient features to permit its use for both the 50 and 100 percent maximum simulation times authorized by Part 141, With the enclosed pilot station, the trainer meets the requirements of Section 141,41(a)(2) for 50 percent of the allowable simulator times, With the further addition of the X-Y plotter, the trainer meets the requirements of Section 141,41(a)(1) and may be used to meet the 100 percent maximun authorization provided total simslator time ie devoted to instrument training and is approved in training course outline, The simulator may be used in training the pilot in “controlling and maneuvering an airplane solely by reference to instruments, including descents and climbs using tedio for radar directive.” However, Part 61 of the regulations provides that an applicant for a private pilot certificate must have at least 40 hours of flight time, all of which must be in en airplane. Therefore, simulator time cannot be credited toward this total time requirement, Under Part 61, an applicant for a commercial pilot certificate mst have at least 250 hours of flight time as a pilot, which may include 50 Ne hours of instruction from an authorized instructor in @ simulator, The ATC-610 simulator will also be acceptable to the Administrator for this pukpos ‘A Division of Electronic Assoctats, Ine. ‘@etectronic Associates, in. (over)2 ‘An applicant for an instrument rating under Part 61 must have at least 40 hours of instrument flight time, which may include 20 hours of inatrument instruction by an authorized instrument instructor (ground or flight) in a simulator. The ATC-610 may also be used for this 20 hours of required instruction. The ATC-610 may alao be used in connection with maintaining instrument currency under Section 61.57(e); that is, it may be used:for three of the required hours of instrument time, as well as performing thé required six instrument approaches. Should you have any other question, do not hesitate to contact us. Sincerely, a GEORGE), BOSWELL Chief, General Aviation Operations Branch, AFS-620 General Aviation Division