Click here to download Sector 4

Instructions: Download this ZIP file to somewhere you will remember, such as your desktop, then unzip the contents to your ATCC folder. Answer "yes" if asked to "overwrite all." (If you've already installed Chicago Approach, you will have to download that again...)

The sector 4 documentation (including the map) is in an HTML file called sec4.htm; double-click on it, or use your browser to "open file" \ATCC\SEC4.HTM. Print out the information, and/or copy down the pertinent info (like the map).

When you run ATCC, an arrow button will appear on the sector choice menu. Click that to go to the "second page" of sectors, which will contain the button for the new sector 4. Click it again to go back to the first page.

Important note: ATCC does not allow you to be certified at more than six sectors. If you are already certified at all six sectors, then take and pass a cert check at the new sector 4, the sim will remove one of your other sectors (usually the last one you certified on) and replace it with sector 4. You may want to redo your career (sign in as a new employee) and re-certify on the six sectors you want, or just sign in as a different employee whenever you want to "work" sector 4 (so there will be two of you in the system). Or, just always "train" at 4 using your original initials.

Hear the creator of this ATCC sector having a "near deal" at the real life sector 4!

This is the voice tape of an incident that occurred about 15 southeast of GMN, between EGF352 and ASA87. EGF352 was a BA31 level at 120, requesting 140. ASA87 was a (slow-climbing) MD80 off of LAX, about 10 miles behind, out of about 120 for FL230.

The tired author climbed EGF352 to 140, mistakenly figuring based on several years of working the same sector, day after day that the MD80 would "easily" outclimb the BA31. It did not happen, and after the interphone call, when the author looked back at the two aircraft, there was 5.5 miles, same altitude, with a 100 knot overtake (i.e. deal imminent). Though it doesn't really show (except for faster talking), the author was extremely alarmed. 

The machine went off, the two datablocks blinked, and the author was relieved from position. After a careful measurement with a special "rubber ruler," it was concluded there was a bare 5.000001 miles of separation at the closest point -- an official non-event. Still, the incident is a common example of complacency, and a tendency to "under-control" when a potential situation is first recognized. 

NOTE: on the recording, sector 18 calls on the interphone and makes a "point out" -- this is done when an aircraft is just going to clip the corner of another sector (here it's a fast-climbing ONT jet), so instead of handing off to sector 4, 18 makes a point out to 4, which you'll hear sector 4 approve. Also, the T-CAS the Alaska pilot alarmingly refers to is their on-board anti-collision instrumentation that gives them a display of all nearby traffic-- a kind of "mini radar."