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Simon Bergner?s ATC Simulator (SBATC)空中交通管制模拟器
本帖最后由 洛瑜白 于
11:25 编辑
以前发过一次，但是论坛重开后东西丢了，现在再次补发一下。
LONDON CO***OL也是类似的软件，不过是一个收费一个是免费，一个是区调一个是进近而已。
雷达试用范围为进近，仅包含进近的内容。
游戏同样支持win7的讲述人系统。
游戏***程序内包含有汉化说明文档，对一些基础功能和界面的操作进行了汉化。高级功能请参看原版说明书。
游戏的操作流程：
进场：1.当有机组进场后，区调首先进行波段移交至你的手上，你需要输入“+加上机组的应答机编号,如+828”（很神奇的是这款游戏的应答机编号居然是三位数的）
& && && & 2.接收成功后进行引导（默认为机组自动使用仪表进场程序，会进入到最终进近点为止进行盘旋，在机组行进中的任何对机组的方向操作指令都将会使其变更为雷达引导状态）
& && && & 3.根据机型的不同，最终建立盲降（目视）的高度不同。（不理解为什么游戏居然这样子设置...）
& && && & 4.当机组报告建立成功后输入“+加上机组的应答机编号,如+828”进行波段移交至塔台席位。
& && && & 5.波段移交成功后，对机组进行通讯移交使其联系塔台管制。
离场：1.当有机组离场起飞时，塔台会在通讯波段自动进行移交至你的手上，机组会自行上至起始高度并保持。
& && && & 2.机组默认执行标准仪表离场程序，并进入离场点盘旋。（机组不会自动上高，在机组行进中的任何对机组的方向操作指令都将会使其变更为雷达引导状态）
& && && & 3.在机组达到移交高度后（即使未抵达离场点），即可进行波段移交给区调。
& && && & 5.波段移交成功后，对机组进行通讯移交使其联系区调管制。
游戏下载地址：该游戏拥有可扩展性，内含很多机场的数据，航班信息根据真实航班动态录入的，例如德国内的几乎每个进场点5分钟就有一架机组进场，起飞机组2分钟就有一架。
正在制作ZUUU机场
招募制作人员，要求有耐心即可。
目前进度：ZUUU机场信息已经制作完毕。
有意的可联系QQ群：
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本帖最后由 洛瑜白 于
12:45 编辑
1.解压SBATC_105。
2.运行SBATC.msi***游戏。
3.将SBATC_Patch_105_02压缩包内的文件复制到游戏***目录下。
指令注释事例快捷键CC联系区调2200 CC [2200联系区调]N/ACT xxx.yy联系塔台 频率xxx.yy2200 CT 118.10 [2200联系塔台118.10]N/ADM xxxx上升至高度 xxxx(ft)2200 DM 上至2000英尺]方向键向上CM xxxx下降至高度 xxxx(ft)2200 CM 下至2000英尺]方向键向下TL xxx左转航向 xxx2200 TL 180 [2200左转航向180度]方向键向左TR xxx右转航向 xxx2200 TR 180 [2200右转航向180度]方向键向右FH xxx直飞航向 xxx2200 FH 180 [2200直飞航向180度]N/AIS xxx增大表速 xxx2200 IS 220 [2200增大表速至220节]Page UpRS xxx减小表速 xxx2200 RS 240 [2200减小表速至240节]Page DownPD xxxx直飞导航台（VOR/NDB/FIX）2200 PD VMB [2200直飞VMB无锡台]N/ACI xxx建立跑道盲降 2200 CI 18L [2200建立18L盲降]N/ACV xxx建立目视降落2200 CV 36R [2200建立36R目视]N/ASH确认当前航向2200 SH [2200证实当前航向]N/A
改成“文明用语”吧（这比ATC好玩多了，可以转到XJATC吗？）
可以转载 保留转载说明本帖.因为汉化说明的原因&
还有，就是我没有程序的编程经验，可以吗？请教编制方法
***失败 C盘下无法访问一个文件
wsc54491 发表于
可以当游戏玩了……
好多美女啊
为什么进场机组接受不了指令？
只有离场的可以
farseer 发表于
***失败 C盘下无法访问一个文件
怎么解决，我也是同样问题
值得学习啊
怎么没有机组离场起飞时，塔台发的通讯波段啊?
离场的时候默认自动接收了&
天坑 发表于
怎么没有机组离场起飞时，塔台发的通讯波段啊?
我接到的是[YOU.FALED TO ACKNOWLEDGE HANDGE HANDOFF,BUT HERE COMES THE AIRCRAFT:XXXXX]
天坑 发表于
我接到的是[YOU.FALED TO ACKNOWLEDGE HANDGE HANDOFF,BUT HERE COMES THE AIRCRAFT:XXXXX]
就这些，剩下的只是提示飞行高度和飞行速度
额。。。。。没人回帖，。。。呼呼呼呼。。
先试玩一下???
本帖最后由 冰寒之心 于
18:14 编辑
为什么我指示下高并引导到五边并且移交塔台以后不会下高，最终复飞。无论是指示盲降进近还是目视进近都是这样
确认对方是否确认了盲降&
如何确认对方已建立盲降
最后一个问题请教：最后进场高度怎么看啊
系列图，从接管到复飞
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冰寒之心 发表于
系列图，从接管到复飞
1377 DM 2000
1377 CI **
1377 CT ***
洛瑜白 发表于
1377 DM 2000
1377 CI **
1377 CT ***
是的，就是这样。
本帖最后由 洛瑜白 于
21:36 编辑
冰寒之心 发表于
是的，就是这样。
5892进场后
我的指令是 +439 从区调接收
5892 DM 3000
5892 CI 07
+439 移交给塔台
5892 CT 118.3
你可以看到我距离比较远就让他建立盲降,并且直接就+439给塔台了 然后出现R移交 就移交完成 机组直接从3000ft降落了 没有复飞
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谢谢。可以降落了。原来是我***程序的问题。我以前装的是.EXE的
表示有没有汉化的啊！看着好痛苦啊！特别是我这种初学者！
不错啊，下来试一下，不过这个不简单啊
蛋蛋&&我***之后有个问题..每次退出游戏之后 游戏就再也进不去了
就是这个问题...退出了 要想再进去 就得重新***一次&
我曾经遇见过这种问题.可能是某控件有问题.重复***吧...&
怎么语音控制啊 只能打字吗
纯表情灌水
E文好的，上手简单，不好的估计难哇。
同志啊。。。115现在没有分享功能了，麻烦提供其他下载方式。
有没有广州？？？？？
暂时没有制作.因为广州的航班太多了 不容易统计&
论坛公告 /1
新版连飞服务器启用，连飞服务器地址变更为118.178.88.17。新版连飞软件ECHO同期启用，TS2语音服务平台关闭。
ECHO内置语音服务，飞行员无需登录UTH进行语音通讯。若使用其他连飞软件，需单独下载UTH进行语音通信，但将无法使用即将更新的更多服务。新平台软件问题反馈QQ群：。新服务器需要大家共同努力，只为打造更好的飞行体验体验！点击查看详情。“Cessna 9130 Delta, Oakland Center, radio check,” says the controller.
“Cessna 9130 Delta, loud and clear,” the pilot answers.
“Cessna 9130,” says the controller, “that was my third attempt to call you. If you want to continue with flight following, you’re going to have to listen for your call sign.”
Something stands out in the background noise.
Why didn’t the pilot answer ATC the first 2 times the controller called him? I can think of 3 possibilities. 1. He was distracted. 2. He heard ATC but chose not to answer. 3. He got tired of listening and mentally tuned out.
Reason 1, distraction, is easy to understand because we’ve all been there. Something happens in the cockpit that takes your attention away from listening to the radio. When flying, the possibilities for distraction are endless. I could name some distractions, but I’m sure you’ve experienced enough of your own to be very familiar with the problem.
Reason 2, prioritizing, is also pretty easy to grasp. From our very first day as student pilots, our flight instructors told us our priorities were, “Aviate, navigate, communicate”, in that order. If flying the aircraft or staying on an airway centerline requires your full attention, then answering the radio can wait.
Tuning Out
Reason 3 is a little more complicated than the first two explanations. When a radio frequency is very busy with conversation, and you aren’t part of any of the ongoing conversations, its easy to become numb to the chatter.
We pilots like to think we are excellent at monitoring our environment. With practice, we learn to crosscheck the daylights out of our aircraft’s flight instruments. When the aircraft engine makes an unusual sound, our ears pick up on it immediately. If an updraft causes our aircraft to change pitch, we feel the change in our gut.
Pilots are excellent at detecting changes. We don’t do as well at paying attention to the unchanged. Tuning out background noise is a natural process of survival. Filtering what we perceive as irrelevant allows us to focus on and process information we perceive as important.
There’s plenty of good research available online about paying attention–vigilance–in the cockpit. The FAA and NASA have done their fair share of study in this area. If you want to look at this research yourself, Google “scholarly studies on cockpit vigilance”.
Train Your Ear
If we accept that our brains are programmed to tune out background noise, and we understand that chatter on the radio can be perceived as background noise, then how do we overcome our tendency to tune out?
The answer is embedded in the example that opened this article. The controller said, “Listen for your call sign”. He doesn’t expect you to listen to all of the chatter on the radio. He knows that you can and should listen for the cue that tells you, “What follows is intended for you.”
Mentally tuning in when you hear your call sign is similar to paying attention when you hear your name mentioned in the din of a crowded room.
Other Strategies
To give yourself the best possible chance of hearing your call sign when it’s spoken, you’ll want to create an environment that does not compete with listening to the radio. When the radio gets busy, stop all non-essential conversation in the cockpit. If passengers or a flying partner must talk, have a visual cue to indicate you need them to stop talking temporarily, such as holding up your index finger in a “wait-a-moment” gesture.
Shut down other possible distractors, such as music playing over the intercom. Limit your own activity to the basics of flying and navigating. Paperwork or reading can wait until the radio calms down.
The Expectation
You can’t fight nature. Your brain is designed to tune out noise, and irrelevant conversations on the radio are noise. At the same time, your brain is pretty good at picking up on sudden changes in the environment.
Admit to yourself you won’t be able to consistently monitor every conversation thread on the radio. Removing the stress of trying to listen to everything will give you the breathing room to listen for your call sign. Reduce the noise in your own cockpit as much as possible and you will be ready for the next ATC transmission that’s directed at you.
Questions? Comments? I’m right here in the comments section below and at . I’m also reachable at atc_.
Updated 27 January 2017.
Yesterday, I published an article about what to say to ATC when you have identified traffic on your onboard ADS-B screen. Based on feedback from several air traffic controllers, who all responded similarly, I’m going to change my recommendation.
Previously, I said when ATC points out traffic and you notice the traffic on your ADS-B screen, you may tell ATC, “[Call sign] has the traffic on ADS-B”. I also said, as an alternative, you may substitute “TIS-B” for “ADS-B”. This, as it turns out, was not good advice.
ADS-B.From www.faa.org. Public domain photo.
ID-ing Traffic on ADS-B is Irrelevant to ATC Ops
Here’s the truth of the matter. The only thing an air traffic controller cares about is whether or not you spot the traffic through the windscreen of your aircraft. Noting the traffic on your ADS-B set or, if you have it, on your Traffic Collision Avoidance System (TCAS) does not affect ATC operations in any way.
If you spot the traffic through your windscreen, in some circumstances, the controller may apply traffic separation rules based on you maintaining visual contact with the traffic. Visual separation rules cannot be applied under any circumstance if you can’t get eyes on the traffic.
It comes down to this. If ATC calls out traffic to you and you pick it up on ADS-B or TCAS, but you don’t actually see the traffic through your windscreen, the correct and only response is, “Negative contact”. If you see the traffic through the windscreen, your response should be, “Traffic in sight”. Telling the controller you have ID-ed the traffic on ADS-B or on TCAS is irrelevant and unnecessary.
Then Is There Any Value in TIS-B?
The real value in the Traffic Information Service component in ADS-B is it helps you build situational awareness of traffic in your area. It may also help you spot traffic when ATC calls it out to you. TIS-B may even help you spot traffic when the controller is too busy to point it out.
Perhaps someday the FAA will develop new ATC procedures based on your ability to ID traffic on your ADS-B set. That day has not yet arrived. Until it does, the only two standard and useful responses to a traffic call out from ATC are “Traffic in sight” or “Negative contact”.
Questions? Comments? Write to me below in the comments section, or send an email directly to .
Is it safe to fly through a Military Operations Area (MOA)? It depends. A pilot named Drew recently asked me if I had any advice about how to contact ATC to check the status of a MOA. Here’s what I told him. Show Resources Aeronautical Information Manual 3-4-5. Military Operations Areas c. Pilots operating under [&]
We’ve talked many times about techniques for picking up VFR flight following with ATC. Let’s go one step further and look at the process in a real time animation. Before you click the link at the bottom of this article to see the animation, a few notes. The animation used in this lesson is part [&]
In development. A training program that teaches student pilots how to speak the English words used by ATC.* This will be a language program with a very narrow scope. It is intended for non-English speaking people. It is not a how-to-talk-to-ATC course for native English speakers. To avoid the need to interpret the program’s instructions [&]
If you have ever felt butterflies in your stomach when faced with contacting Ground Control for taxi clearance, you have experienced something I call Taxi Clearance Anxiety. It’s a made-up term but the phenomenon has real consequences. Some pilots go out of their way to avoid controlled airports with complicated taxiway layouts. Even high-time pro [&]
The following transmission from a tower controller has a clearance and an advisory. Can you tell which is which? ATC says, “Skyhawk 9130 Delta, Runway 16, line up and wait. Traffic will be crossing downfield.” When the controller said, “Runway 16, line up and wait,” he was directing Skyhawk 9130 Delta to do something. When [&]
Here’s a worthwhile read about radio errors, by John Zimmerman, . The issues raised in this article are just as prevalent today as they were when this article was written in 2012. Enjoy, or read it and weep, depending on your perspective. //the-7-deadly-sins-of-radio-communications/
If you can get all the aviation weather data you need online, do you really need to know how to contact Flight Service on the radio? It depends on who you ask. I say yes. A Flight Service agent can save time and point you in the right direction. An agent can quickly sift through [&]
Experience means jack if you aren’t open to learning something new from your experiences. Fair warning, learning by experience without distinguishing good from bad can lead you to very dark and dangerous places. Nowhere is this more true than in an aircraft cockpit. Let me explain. I’ve been flying fixed wing airplanes since I was [&]
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The fire department scrambled after my very first solo touch-and-go at Gainesville Regional Airport. I could see them from my vantage point on left downwind. Their red lights were flashing, as they sped down Taxiway Alpha. What was wrong with my airplane? What had I done wrong? Were witnesses putting marshmallows on sticks to roast them in my post-crash fire?