BMS F-16C/D 4.34 Flight Manual

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T.O. BMS1F-16CM-1

BMS 4.34 Change 2.00

T.O. BMS1F-16CM-1

FLIGHT MANUAL

Combatsimchecklist series

F-16C/D BMS 4.34

Block 50 and 52

23 March 2019

CHANGE 2.00

BMS 4.34 Dash 1

Page: 1

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Page 1 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 T.O. BMS1F-16CM-1 FLIGHT MANUAL Combatsimchecklist series F-16C/D BMS 4.34 Block 50 and 52 23 March 2019 CHANGE 2.00 BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 1...
Page 2: List Of Effective Changes
This document will be updated in accordance with BMS releases. You should consider the Dash 1 as a work in progress. It was started during BMS beta testing and updated to reflect the release version changes. It may already be outdated from the current beta BMS version but will be updated shortly after each release.
Page 3: (V0.6 Draft) Published Dec 30
, 2011. COPYRIGHT STATEMENTS Falcon BMS is a community mod developed and published by Benchmark Sims for use with licensed copies of Falcon 4.0. Unauthorized rental, sales, arcade use, charging for use, or any commercial use of this mod or part thereof is prohibited.
Page 4: Table Of Contents
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 TABLE OF CONTENTS LIST OF EFFECTIVE CHANGES ......................2 Change 2: (4.34) ............................2 (V2.00) published Feb 06th, 2019......................2 Change 1: (4.33) ............................2 (V1.06) published March 26th, 2016......................2 (V1.05) published Sept 5th, 2015......................2 (V1.04) published August 9th, 2015.
Page 5 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.2.3.11 AOA ............................44 1.2.3.12 ADI ............................44 1.2.3.13 VVI ............................45 1.2.3.14 INSTRUMENT MODE panel ..................... 45 1.2.3.15 EHSI ............................45 1.2.3.16 FUEL QTY SEL panel ....................... 46 1.2.3.17 MARKER BEACON ........................47 1.2.3.18 FUEL FLOW indicator .......................
Page 6 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.5. SMS page............................87 1.4.6. TFR page ............................91 1.4.7. DTE page ............................92 1.4.8. FLCS page ............................ 92 1.4.9. Forward Looking Infrared (FLIR) page ..................93 1.4.10. WPN page ........................... 94 1.4.11. TGP page ............................ 94 1.4.12.
Page 7 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.12.1.3. Yaw FLCS ..........................137 1.12.2. TAKEOFF & LANDING gains ..................137 1.12.2.1 Pitch FLCS ..........................137 1.12.2.2. Roll FLCS ..........................138 1.12.3. STANDBY gains ......................138 1.12.4. Gun compensation ......................138 1.12.5. Leading Edge Flaps (LEF) and Trailing Edge Flaps (TEF) ..........138 1.12.6.
Page 8 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.2.8. TF FAIL ............................192 3.2.9. ENGINE ............................193 3.2.10. GEAR HANDLE LIGHT ......................193 3.2.11. HUD WARN ..........................193 3.3. CAUTION LIGHT ANALYSIS ....................194 3.3.1. MASTER CAUTION ........................194 3.3.2. CAUTION PANEL LIGHTS......................194 3.4.
Page 9 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 4.4.5 Deep Stalls & Recovery ....................... 229 4.5 O & R .................... 231 PERATING IMITS ESTRICTIONS 5. BIBLIOGRAPHY ................233 6. ACKNOWLEDGMENT ..............234 BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 9...
Page 11: Section I
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 SECTION I DESCRIPTION & OPERATION BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 11...
Page 12: The Aircraft
BMS 4.34 Change 2.00 1.1 THE AIRCRAFT In BMS you have the opportunity to fly a greater variety of F-16 blocks than ever before, many of them with country specific avionics and skins. In the training TEs you will transition from some of the earlier blocks to more recent models with much more advanced avionics, some of them two-seaters.
Page 13: Cockpit Arrangement
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.2 COCKPIT ARRANGEMENT BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 13...
Page 14 All primary system management can be set through these. In BMS the 3D cockpit is now our primary interface with the sim (the 2D cockpit is a thing of the past). View panning in the 3D cockpit is performed with Track IR (TIR) or similar tracking software, though you can pan around manually with a POV hat on a joystick/controller if set up properly.
Page 15: Left Console
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.2.1. LEFT CONSOLE BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 15...
Page 16: Test Panel
The quad indicator labelled FLCS PWR is the indicator of the 4 redundant digital systems (ABDC) of the FLCS (Flight Control System). In BMS they are considered as one and always light up together. The FLCS PWR TEST switch is a momentary switch to TEST. With the MAIN PWR switch in BATT it closes the FLCS relay and allows verification of power output to the FLCC (Flight Control Computer) with the aircraft battery as the power source.
Page 17: Flt Control Panel (Flcp)
The MASTER CAUTION reset doesn’t clear FLCS related faults so the only way to reset the indicators, warning lights and PFL is by using the FLCS RESET switch. FLCS faults may be reset in BMS to exit the FLCS standby gains activated on any FLCS fault (see FLCS section). Not all faults can be reset.
Page 18: Manual Trim Panel
If you need to use the manual trims do it with keystrokes or analogue devices, not the mouse. Note that the YAW TRIM knob does not move in BMS when rudder trim is implemented and as a consequence you have no reference for the YAW TRIM position.
Page 19: Iff Panel
M1/M3 enables Mode 1 and Mode 3 responses with the relevant codes inputted in the backup IFF digits codes. M3/MS enables Mode 3 and Mode S responses (Mode S is not implemented in BMS 4.34). The digit selectors of the IFF panel are relevant to Mode 1 and Mode 3 IFF codes. Do not confuse them with the old TACAN channel digit selectors on the AUX COMM panel.
Page 20 A/A TR is the Air to Air Transmit and Receive mode. The system interrogates and receives signals from aircraft having air to air capability, providing slant range (Nm) distance between aircraft operating 63 TACAN channels apart. (The KC-10 also provides bearing information). BMS Key Callbacks for the AUX COMMS panel: SimIFFMasterOff SimIFFMasterStby...
Page 21: Ext Lighting Panel
The POSITION FLASH/STEADY switch is a two-position toggle switch as well and is relevant only to the position lights (wingtips and fuselage) in BMS. In FLASH the wingtip and fuselage lights flash at a set frequency. In STEADY the lights remain on constantly.
Page 22: Avtr Panel
UNTHRD means OFF and is the default position. EVENT MARK is mislabelled in BMS as in real life this is used to mark a specific point on the tapes (index) but in BMS it is the old AUTO position where the ACMI will turn ON for 30 seconds upon a gun trigger or a weapon pickle action.
Page 23: Elec Panel
When the FLCS RLY indicator light comes on it means that one or more FLCS branches aren’t getting adequate voltage from the battery. When the FAIL indicator light comes up it means that the aircraft battery has failed or is failing to charge (on the ground). BMS Key Callbacks for the ELEC panel: SimMainPowerOff SimMainPowerBatt SimMainPowerMain...
Page 24: Epu Panel
As you see on the panel the switch is guarded, but any mouse click on the switch lifts the guard and operates the switch at the same time. In other words the guard has no effect in BMS. The EPU RUN green light comes on whenever the EPU turbine runs within the proper range and the EPU hydraulic pressure is above 2000 psi.
Page 25: Audio 2 Panel
OFF for the TACAN to work, it’s coded always on. Likewise there is no ILS audio but this time the knob can be turned ON and OFF to power the ILS system. Unlike BMS 4.32 where the ILS was always on the pilot now needs to power the ILS to be able to see ILS symbology.
Page 26: Eng & Jet Start Panel
RPM passes 55%. The switch then snaps back to OFF. Since BMS 4.33 the green JFS run light no longer comes on as soon as the JFS is activated but illuminates around 15 seconds later once the JFS has attained nominal operating speed.
Page 27: Backup Uhf Panel
With the right mode knob in MNL (manual) any valid frequency is selectable using the frequency control knobs. The left mode knob has 4 positions but only 3 are used in BMS: OFF, MAIN & BOTH. ADF is not supported. In OFF the backup UHF is not powered.
Page 28: Manual Pitch Override Panel
The first one is the canopy area. Normally the canopy switch is hidden inside the left sidewall and protected with the yellow spider. The spider is just a switch guard. But in BMS it is the switch itself if you are using the mouse to operate it. Click on the spider hotspot to open or close the canopy.
Page 29 SimSeatOn SimSeatOff SimSeatArm (toggle) SimEject 1. Cutoff release (wrongly called idle detent in BMS) 2. Comms switch (L & R = IDM, Up & Down = radio) 3. MAN RNG knob 4. ANTENNA knob 5. DOGFIGHT / MRM mode switch 6.
Page 31: Left Auxiliary Console
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.2.2. LEFT AUXILIARY CONSOLE BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 31...
Page 32: Alt Gear Handle
The ALT GEAR RESET button (white button in the centre of the handle) allows retraction of the landing gear after an alternate extension if hydraulic pressure is available. BMS Key Callbacks for the ALG GEAR handle AFAlternateGear AFAlternateGearReset 1.2.2.2 TWA panel...
Page 33: Cmds Panel
PRG 6 is always activated by depressing CMS left. All 6 programs can be programmed through DTC, or the UFC whenever the CMDS mode in is STBY. The BIT position is the CMDS self-test and is not implemented in BMS. BMS 4.34 Dash 1 ©...
Page 34: Speedbrake Indicator
NO GO means the system is not ready (one of the systems is not powered or has failed). DISPENSE RDY comes ON whenever the CMDS is ready to dispense but consent is required. BMS Key Callbacks for the CMDS panel: SimEWSRWROn...
Page 35: Gear Panel
This is not implemented in BMS. The DN LOCK REL button is not implemented either in BMS. In the real jet it allows the pilot to retract the LG on the ground by depressing this yellow button and moving the LG handle up. Indeed once WOW is activated, the landing gear cannot be retracted unless this safety button is depressed.
Page 36 The parking brake when engaged holds the aircraft stationary without the use of wheel brakes. Considering that a lightly loaded jet in BMS can move at idle power it is important to use parking brakes to relieve the wheel brakes and their tendency to develop heat which decreases performance and may present hazardous situations.
Page 37: Centre Console
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.2.3. CENTRE CONSOLE BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 37...
Page 38: Misc Panel
BMS 4.34 Change 2.00 1.2.3.1 MISC panel The MISC panel may be different from one aircraft to another. BMS uses the Block 50/52 MISC panel featuring Autopilot, TFR, MASTER ARM, Laser, and RF switches. The two lower Autopilot switches are the ROLL switch (left) and the PITCH switch (right).
Page 39: Left Eyebrow
AUX console (see RIGHT AUX section below). The IFF IDENT pushbutton is not currently implemented although we now have a fully implemented IFF system in BMS. The lights are made up of a red warning light for the TFR system that comes on when TFR fails and the very important amber MASTER CAUTION light.
Page 40: Left Mfd & Right Mfd
The displays have many different pages and subpages, which are explained later in the MFD chapter. As such the function of each button changes according to the active page and is always displayed just next to the button. BMS Key Callbacks for the LEFT& RIGHT MFDs: SimCBEOSB_1L SimCBEOSB_1R...
Page 41: Twp Panel
RWR are spread out for 5 seconds. After that time the RWR reverts to normal and the top light extinguishes. The bottom light is on as soon as power is applied. BMS Key Callbacks for the TWP: SimRWRSetPriority...
Page 42: Rwr
The symbols displayed on the RWR depend on their radar type, as seen below. Airborne symbols are displayed with an inverted V on top of them to differentiate them from the ground emitters. Other RWRs may be installed in other F-16s. For further information refer to the TO-BMS1F-16CM-34-1-1. BMS Key Callbacks for the RWR: SimRWRBrightnessUp SimRWRBrightnessDown 1.2.3.6 Left INDEXER...
Page 43: Icp & Ded
Never Exceed) speed which cannot be set and the green triangle which is a simple pilot selectable caret. It does not work in the 3D cockpit of BMS but cockpit builders can have it implemented through the Mach meter knob when using MFDE, a software tool that extracts instruments &...
Page 44: Altimeter
AUX flag remains displayed until status 90, 60 seconds into the initial INS alignment. When the heading value of the INS becomes reliable the flag disappears. In BMS that is your cue for a short ramp start; as long as the GPS switch is on, the INS will remain fully reliable.
Page 45: Vvi
EHSI. On the EHSI modes are changed with the M button. The bottom knob is not implemented in BMS. In reality it is used to correct INS heading deviation, which never happens currently in our sim. The top knob is a four- position knob setting the instrument mode: ILS/TCN –...
Page 46: Fuel Qty Sel Panel
Landing system = ILS) PLC/NAV & PLS/TCN. The instrument is flagged with an OFF when no power is available. For a full in-depth review of EHSI use please refer to the BMS-Comms-Nav-book in your Docs folder. We cannot explain the EHSI without explaining radio navigation.
Page 47: Marker Beacon
There are normally three markers: inner, outer and middle markers along an ILS track. In BMS we only have outer (OM) and inner markers (IM) implemented. They provide range information to the runway.
Page 48: Right Eyebrow
FLCS warning light goes off momentarily to retrigger HUD WARN and voice warning. The DBU ON light in BMS is eye candy only and comes on whenever the DBU switch is activated on the FLCS panel.
Page 49: Right Instrument Stack
RPM and the last one is the FTIT (Fan Turbine Inlet Temperature). Please note in BMS you can fly the block 50 F-16 with a GE 129 engine or a block 52 model with a PW 229 engine. Other blocks with different engines can be flown but are outside the scope of this manual.
Page 50: Right Auxiliary Console
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.2.4. RIGHT AUXILIARY CONSOLE BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 50...
Page 51: Compass
The F-ACK button also provides fault recall on the PFLD. Unlike previous versions of BMS pressing F-ACK when there is no active fault will not display NO FAULTS - ALL SYS OK on the PFLD; the screen will remain blank, just like the real jet.
Page 52: Caution Light Panel
The clock, located on the right auxiliary console, is an 8 day, manually wound clock with provisions for an elapsed time indication up to 60 minutes. In BMS it is automatically set to mission time and does not take the day into account.
Page 53: Right Console
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.2.5. RIGHT CONSOLE BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 53...
Page 54: Snsr Pwr Panel
Low level the RALT will blank past 30° pitch and approximately 90° bank. High altitude the RALT will blank above 10° pitch and approximately 75° bank. Note the comma that remains displayed, even when the altitude is blanked. BMS Key Callbacks for the Sensor panel: SimLeftHptPower (toggle) SimLeftHptOn...
Page 55: Sidestick Controller (Ssc)
The stick in the real F-16 is a force sensing unit which contains transducers in both pitch and roll axes, moves approximately 1/4 inch in both axes and is rotated slightly clockwise. Refer to the diagrams on the two following pages for the function of each button. BMS Key Callbacks for the Sidestick: SimTMSUp SimTMSDown...
Page 57: Hud Panel
BARO - the altitude tape indicates barometric altitude. AUTO - the altitude tape indicates barometric altitude above 1500 feet and switches to radar altitude below 1500feet. More information can be found in the HUD chapter. BMS Key Callbacks for the HUD panel: SimHUDVelocityCAS SimHUDVelocityTAS SimHUDVelocityGND...
Page 58: Nuclear Panel
The Voice Messaging System (VMS) panel includes a single toggle switch. When placed in the INHIBIT position VMS will be inhibited (Bitchin’ Betty remains silent). When placed in the UP position VMS is operational. BMS Key Callbacks for the VMS panel: SimInhibitVMS SimVMSOn SimVMSOFF BMS 4.34 Dash 1...
Page 59: Internal Lighting Panel
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.2.5.7 Internal LIGHTING panel Internal lighting is not fully implemented in BMS. Only 2 knobs are available to control cockpit lighting: the PRIMARY INST PANEL for instrument backlighting and the FLOOD CONSOLES knob for cockpit flood lights.
Page 60: Ky 58 Panel
The INS has been replaced by EGI (Embedded GPS/INS) in our block 50/52. That explains the deletion of the GPS switch on the old Avionic panel. The following positions are implemented in BMS: OFF, ALIGN NORM, NAV, IN-FLT ALIGN. The position ALIGN STOR HDG and ATT are not implemented.
Page 61: Oxygen Regulator Panel
SimMAPOn SimMAPOff 1.2.5.12 OXYGEN REGULATOR panel The Oxygen panel is not implemented in BMS but the green lever can be used to toggle on or off the sounds of the pilot breathing through the oxygen mask. BMS Key Callbacks for the Oxygen panel:...
Page 62: Miscellaneous
(“n” by default). it’s a toggle so it can be easily activated or deactivated. NVGs in BMS are restricting the pilot field of view and try to simulate tunnel vision. The resolution of your main screen might impact the NVG as the DDS masks by default is made for 1920x1080 resolution.
Page 63: Helmet Visor
For a long time the lack of contrast of the HUD against the clear blue sky created readability issues for many of us. BMS 4.34 introduced a visor mask that increases the contrast by lowering the brightness of the sky. Exactly like a pilot lowering his flying helmet dark visor in front of his eyes.
Page 64: Up Front Controls
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.3 UP FRONT CONTROLS The UFC is made up of a display called the Data Entry Display (DED) and a keyboard known as the Integrated Control Panel (ICP). Both work together to provide the pilot with an easy way to interface with the avionics system of the aircraft.
Page 65 These are the ICP square buttons labelled T-ILS, A-LOW, STPT, CRUS, TIME, MARK, FIX and A- CAL. The two last are not implemented in BMS. These buttons have a dual function; they are used to input numerical data into the UFC/DED or to enter UFC/DED subpages according to the labelling listed above.
Page 66: Data Command Switch (Dcs) & Scratchpad
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.3.1. Data Command Switch (DCS) & scratchpad The DCS is a four way momentary switch situated on the bottom row of the ICP, next to the DRIFT C/O – WARN RESET switch. The LEFT position is labelled RTN and allows exit from the current DED page or return to the CNI DED page.
Page 67: T-Ils Page (1)
DED but valid data is only available once sufficient airflow is feeding data to the probes. There is no wind indication on the ground in BMS as in the real aircraft, so ask the ATC for a wind check or get the ATIS.
Page 68: Stpt Page (4)
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.3.7. STPT page (4) The Steerpoint page gives the pilot information about the INS steerpoint. The first line allows the pilots to toggle the active steerpoint with the NEXT/PREV ICP buttons (notice the up & down arrows) and the MAN or AUTO steerpoint function, which can be toggled with DCS SEQ.
Page 69: Time Page (6)
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The next Submode is RNG for Range. When RNG is mode selected a caret is displayed on the HUD speed tape to pinpoint the best conserve fuel speed at this altitude. Optimum speed for fuel conservation changes with altitude.
Page 70: Mark Page (7)
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.3.10. MARK page (7) The MARK page is used to create markpoints. Ownship markpoints are stored in steerpoints 26-30. Mark points can be made from 4 different systems. OFLY (Overfly GPS/INS), FCR (Fire Control Radar), HUD (Head Up Display) or TGP (Targeting Pod).
Page 71: Fix Page (8)
Note that the UFC UHF radio is able to listen to GUARD while transmitting and receiving on the preset if set to BOTH. By moving the DCS to the right BOTH will be replaced by MAIN and the UHF will not receive GUARD unless tuned to 243.0 MHz. Please refer to the BMS-Comms-Nav-book for more information.
Page 72: Iff Page
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.3.15. IFF page IFF transponder operations are managed through 3 IFF UFC pages: STAT (Status), TIM (Time) and POS (Position). The default IFF page is the STAT page. Subsequent pages are accessible with DCS right (SEQ).
Page 73 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 for Mode4, 5 for ModeC and 8 for ModeS (always confirm your entry with ENTR). In the picture above, Mode1, 2, 3 & 4 are set to toggle. As you notice ModeC and ModeS are not highlighted and therefore their state will not change upon reaching the position.
Page 74: List Page
Depressing DCS to SEQ with any steerpoint selected enters the Offset Aimpoint 1 & 2 subpages. This lets the pilot set up two offset aimpoints for each INS steerpoint. Since BMS 4.33 you can change from FT to KM or NM on the RNG line. DCS up until you see *FT* (scratchpad asterisks around FT) then press any number key to rotate through FT to KM to NM.
Page 75 BMS 4.34 Change 2.00 1.3.16.4 NAV page (4) The NAV page is eye candy as it refers to the accuracy of the navigation system which is always very good in BMS and does not drift. 1.3.16.5 MAN page (5) The MAN page is used to adjust the GUN EEGS funnel width setting for cannon firing.
Page 76 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.3.16.8 MODE page (8) The MODE page provides an alternative way of changing the Master Mode without using the ICP buttons. Move the DCS to SEQ to toggle the Master Mode and mode select it with the M-SEL 0 key to make it active.
Page 77 1.3.16.12.2. MAGV page Displays the actual Magnetic Variation at this aircraft location. It would be used to correct INS navigation errors should they happen in BMS. At the moment this is done automatically by the code. 1.3.16.12.3. OFP page Operational Flight Program page is not implemented.
Page 78 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.3.16.12.6. GPS page Displays information about the GPS system. 1.3.16.12.7. DRNG page Not implemented. 1.3.16.12.8 BULLSEYE page This is where you manage system Bullseye. Bullseye is by default assigned to STPT #25 but you can change it to any steerpoint (up to #25) by using the PREV/NEXT ICP button.
Page 79 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The left picture shows the HUD, FCR and HSD Bullseye symbols when BULLSEYE is mode selected; the right picture shows the same elements when BULLSEYE is not mode selected. 1.3.16.12.9. WPT page The TGT-TO-WPT page is made to control Harpoon waypoints in RBL mode.
Page 80: Drift C/O Switch
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.3.17. DRIFT C/O switch The DRIFT C/O switch is a three-position switch with a momentary position to WARN RESET. Upper and middle positions manage the DRIFT of the flight path marker according to winds. The centre position, labelled NORM takes winds into account and lets the FPM drift to the side according to crosswinds, giving you a visual cue of beta angle (sideslip crabbing into the wind).
Page 81: Multi Function Displays
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4 MULTI FUNCTION DISPLAYS The MFDs are the two displays situated on the front dash featuring 20 pushbuttons and four rocker switches on each. Both displays are independent. MFDs are powered by the MFD switch on the AVIONICS POWER panel on the right side console.
Page 82: Sensor Of Interest (Soi)
HUD. DMS down toggles SOI from one MFD to the other. Since BMS 4.33 slewing your ground cursor position (System Point of Interest or SPI) will effectively slew your current steerpoint by adding a system delta to all steerpoints. All NAV and weapon delivery steering and symbology, including the great circle steering cue (tadpole) will be referenced to the amended steerpoint(s).
Page 83: Hsd Page
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.3. HSD page The Horizontal Situation Display page provides a god’s eye view around your aircraft with information such as your radar cone, concentric range circles, radar cursor position, bullseye position (or bearing and range), INS flight plan with steerpoints, lines, PPTs (Pre-Planned Threat points) and their programmed range rings, IDM information and so on.
Page 84 GDLINK: Air to Ground datalink information NAV1, 2 & 3: INS flight plan but only NAV1 is implemented in BMS for the whole INS flight plan Exit the Control page by pressing OSB #5 CNTL. Please note the direct access buttons are displayed as usual OSB #11 remains the DCLT option and OSB #15 remains the SWAP option.
Page 85 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 BOTTOM ROW is displayed as usual with declutter and swap buttons (#11 & #15) and the direct access buttons between them. HSD cursor When the FCR and the HSD are both displayed and the FCR is SOI the HSD displays the ghost radar cursors moving within the radar scan zone depicted on the HSD.
Page 86: Test Page
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.4. TEST page The TEST page shows various Built-In Tests (BIT). BIT1 and BIT2 display the maintenance fault list (MFL) encountered during a flight. Each fault encounter logs the following: 1. Subsystem (same as on PFL) where the fault occurred 2.
Page 87: Sms Page
The SMS page will display the system inventory, graphically depicting the loading of your aircraft with all its stores and pylons. In the real jet this page is fully programmable but in BMS it always reflects the pre-loaded stores perfectly.
Page 88 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 SMS A-G Control page While the CNTL page is displayed OSB #5 remains highlighted. The top & bottom OSB lines are the same as the main SMS page. What is of interest is the left line of OSB buttons (#16 to 20) and OSB #6 to the right, which give access to 5 different weapon settings: C1, C2, C3, C4 and LADD.
Page 89 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.5.3 SMS in A-A mode: The AAM SMS base page has the same structure as the A-G SMS page. • OSB #1 displays the current Master Mode and if pressed selects the A-A gun SMS subpage.
Page 90 ID to #2 for instance if you fly as wingman in a two ship. This would serve the FCR datalink should it be implemented one day. For the moment it is not implemented in BMS. 1.4.5.4 Selective Jettison (S-J) page: The S-J page is accessible in NAV, A-G and A-A modes from the SMS base page OSB #11.
Page 91: Tfr Page
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.6. TFR page The Terrain Following Radar was completely updated in 4.33 and is now fully operational. TFR is only available on F-16s carrying an AN/AAQ-13 LANTIRN navigation pod (on the left chin station).
Page 92: Dte Page
[callsign].ini file, for example to turn yellow MFDs back to white, or change any other aspect of the symbology to your preference, just as you can do in the real aircraft. (See the Avionics configurator chapter in the BMS Technical Manual) 1.4.8. FLCS page The FLCS page is accessed from the menu page by depressing OSB #10.
Page 93: Forward Looking Infrared (Flir) Page
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.9. Forward Looking Infrared (FLIR) page The FLIR page is only available on F-16s carrying an AN/AAQ-13 LANTIRN navigation pod (on the left chin station). The FLIR is a forward looking infrared camera used for low level night navigation. The FLIR is housed in the navigation pod of the LANTIRN system mounted alongside the TFR system.
Page 94: Wpn Page
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.10. WPN page The WPN page is accessed from the menu page by depressing OSB #18. It gives the pilot access to onboard weapons sensors. Some weapons such as AGM-65 Mavericks and the AGM-88 HARM have onboard sensors that may be used to acquire and lock targets.
Page 95: Had Page
1.4.14. RCCE page The RCCE page (OSB #4 from the menu page) is intended for interfacing with reconnaissance pods, but is not implemented in BMS. Even the low altitude camera in the weapon inventory does not use it. BMS 4.34 Dash 1 ©...
Page 96: Reset Menu Page
BMS 4.34 Change 2.00 1.4.15. RESET MENU page The RESET menu is accessed via OSB #5 of the MENU page but has no purpose in BMS. None of its functionality is implemented. 1.4.16. FCR page The Fire Control Radar page is accessed from the menu page by depressing OSB #20.
Page 97 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 OSB#2 selects the corresponding submode. If the FCR is in CRM the submodes are RWS (Range While Search), ULS (=LRS Long Range Scan), VSR (=VS Velocity Search), TWS (Track While Scan). If the FCR is in ACM the submodes are 20 (HUD), Slew, Bore, 60 (Vertical).
Page 98 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 OSB #5 enters the FCR control page. The left and right rows of OSBs can set different options but most of those are not implemented yet and are eye candy only. The exception is TGT HIS which sets the number of toned down contacts you see after the main contact and Advanced IFF (AIFF) CPL/DCPL adjacent to OSB 10.
Page 99 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 OSB #19 & 20 are used to set the FCR range when the mode allows it. Depressing OSB#19 decreases range and OSB#20 increases range. Another way to set the range is by cursor bumping (if the FCR is SOI) whenever the cursors hit the top or bottom edge of the FCR.
Page 100 MFD displays the aircraft reference symbol (W) and the azimuth steering bar. In BMS this may vary according to block or export variants, with some aircraft always displaying the flight director symbol, even with BULLSEYE mode selected.
Page 101 OSB #19 is Altitude Liner blanker option ON or OFF (NI). OSB #20 is the level declutter option on A-G & A-A radar, rejecting targets below certain radial velocities (NI). OSB #6 is BAROMETRIC but this is not implemented in BMS. BMS 4.34 Dash 1 © Red Dog 2012-2019...
Page 102 To revert to STPT mode press OSB #8 again. OSB #9 is CZ for Cursor ZERO. Since BMS 4.33 slewing your ground cursor position (System Point of Interest or SPI) will effectively slew your current steerpoint by adding a system delta to all steerpoints.
Page 103: Tacan Page
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.17. TACAN page A new MFD page has been implemented in 4.34 for aircraft with an IFF panel on the left console instead of an AUX COMM panel. The TCN MFD page is the only way to manage the TACAN in BACKUP mode in these aircraft.
Page 104: Setting The Mfds According To Master Mode (Dtc)
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.4.18. Setting the MFDs according to Master Mode (DTC) As you have noticed the 3 centre buttons on the bottom row of the MFDs are the Direct Access buttons and remain visible whatever page is displayed.
Page 105 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Once you are satisfied with the configuration you can save your DTC. The MFD settings will be saved in your callsign.ini file and will be available to you (from the moment the DTC is loaded in the 3D cockpit) as long as you use the same logbook.
Page 106: The Head Up Display (Hud)
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.5. THE HEAD UP DISPLAY (HUD) The HUD is a combining glass that provides information for essential aircraft data such as airspeed, altitude, heading, the flight path marker etc. It also provides flight symbols relating to Master Modes.
Page 107 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The centre of the HUD usually features the horizon line with pitch scales every 5° up (solid lines pointing to horizon) and down (dashed lines pointing to the horizon). When the horizon line is outside the HUD Field of View it is replaced by a dashed ghost horizon line.
Page 108 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The FPM is an invaluable cue when flying the aircraft. It represents your instantaneous flight path vector and is not affected by AOA. It is represented by an aircraft viewed from behind symbol. The FPM can drift according to the wind and may be pushed by it outside the HUD FOV. In this case a cross is superimposed on the FPM to indicate that it is not to be used.
Page 109 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 When the ALT switch is placed in the RADAR position the altimeter scale displays RADAR altitude. To avoid confusion the mnemonic R is added next to the fixed index mark on the altimeter tape.
Page 110: Hud In Nav Mode
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.5.2. HUD in NAV mode Most of the displayed features are not specific to NAV mode but are active in all Master Modes. • The Great Circle Steering Cue (tadpole) points to the currently selected steerpoint (SPI). The SPI is also displayed on the HUD with a diamond.
Page 111: Hud With Gear Down
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.5.3. HUD with GEAR DOWN When the landing gear is lowered some specific items are displayed or changed: • The Heading tape is moved higher in the HUD. It will go to 50 milliradians above the FPM or on top of the HUD whichever is lower.
Page 112: Hud In Air To Air Mode
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.5.4. HUD in AIR to AIR mode The HUD will display different information depending on the active weapon in A-A mode. A-A weapon parameters are displayed in the HUD repeating the cues on the MFDs (usually A-A FCR).
Page 113: Hud In Air To Ground
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.5.5. HUD in AIR to GROUND As in A-A mode weapon and release mode cues are displayed in the HUD in A-G Master Mode. The HUD can display many different cues in A-G modes depending on release solutions (e.g. CCRP, CCIP, DTOS) or even weapons (e.g.
Page 114: Hud Warning
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.5.7. HUD WARNING When a relevant malfunction occurs the HUD may display a flashing WARN message in its centre. VMS provides an audible “WARNING – WARNING” message. The flashing WARN in the HUD cannot be reset with the MASTER CAUTION button but by the ICP WARN RESET momentary switch instead.
Page 115: Depressible Reticle Switch
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.5.9. DEPRESSIBLE RETICLE SWITCH MANUAL bombing mode selected through the SMS A-G MFD (OSB #16) uses a backup bombing reticle that is normally used when the primary systems and avionics have failed. The manual bombing reticles are controlled by the DEPR RET switch on the HUD panel. The switch has three positions and features a primary (PRI) and standby (STBY) reticle.
Page 116: Hud Mark
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.5.10. HUD MARK Manual markpoints can be created on landmarks within the HUD field of view by using the HUD MARK page. Whenever the Master Mode is set to A-G or NAV and the FCR or TGP is not SOI and designating or ground stabilized, pressing the ICP #7 button will default the markpoint mode to HUD.
Page 117: The Engine
1.6.3. Engine Oil system Lubrication of the engine is done with a self-contained oil system. In BMS 4.34 oil issues may arise as during ramp start, or as a result of battle damage. Pilots should ensure that oil pressure is always within operating limits.
Page 118: Engine Warning & Caution Lights
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 JFS status can now be determined by the JFS light, which is implemented realistically in 4.34: • Steady: JFS operating normally (light on happens when JFS reaches nominal speed). • 1 Hz flashing (once per second): JFS overheating after running for 4 minutes on the ground.
Page 119: Ground Operations
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.6.9. Ground operations Ground idle provides the lowest level of idle thrust. Be aware that it may be enough to move a lightly loaded jet, so be sure to use the chocks (ask the crew chief to fit and/or remove them by using the ATC menu if you are on an airbase frequency) or use parking brakes.
Page 120: Fuel System
BMS. The F-16 block 50 and block 52 in BMS are able to carry 7162 lbs of JP5/8 fuel internally. The amount of fuel carried externally differs from one variant to another.
Page 122: Fuel Shutoff Valve
In BMS that switch is in MASTER at all times as well, especially at ramp start. You should never shut down the engine by shutting off the fuel valve. You would only shut it off in case of emergency to prevent a fire when crash landing for instance.
Page 123: Fuel Pressurisation
This would normally be done with the TANK INERTING switch located on the fuel panel in the left console. Unfortunately that function is not implemented in BMS and as a consequence A-A and hotpit refuelling does not require tank inerting when external tanks are carried.
Page 124: Fuel Quantity Indicating System
Please note that 4.34 introduced the possibility of flameout due to fuel starvation, even if the needles are reporting some fuel remaining. Fuel gauges are notoriously inaccurate in airplanes, especially with low fuel amounts, and this has been modelled in BMS to some extent. BMS 4.34 Dash 1 ©...
Page 125: External Fuel Transfer Switch
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.7.5. External fuel transfer switch The two-position switch located under the fuel quantity selection knob is used to invert the way the external tanks feed into the internal wing tanks. Obviously it is used only when both external wing and centreline tanks are carried.
Page 126: Fuel Imbalance
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.7.7. Fuel imbalance It should come as no surprise that aircraft behaviour in the air is heavily influenced by the position of its centre of gravity. Obviously the centre of gravity moves according to the way the aircraft is loaded.
Page 127: Analysis Of Caution Lights & Hud Messages Relevant To The Fuel System
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.7.8. Analysis of caution lights & HUD messages relevant to the fuel system Beside the needles and the fuel totalizer there aren’t many caution lights for the fuel system. The two main ones are located on the caution panel and come on when the level of fuel in the fuselage reservoir tanks reach 400 lbs for the FWD reservoir and 250 lbs for the AFT reservoir.
Page 128 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 A trapped fuel condition may happen in abnormal situations such as: • Imbalance situation. For instance if the A/L system feeds the engine alone (ENG FEED to AFT) and the aircraft carries two external wing tanks, the left wing tank will empty in the left internal wing tank but the right external wing tank will remain full.
Page 129: Managing Fuel: Joker & Bingo
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.7.9. Managing Fuel: Joker & Bingo As Flight Lead, you may have to set a Joker/Bingo level for the whole flight. But first let’s define BINGO and JOKER. BINGO fuel is the amount of fuel that once reached triggers an immediate return to home plate.
Page 130 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The above table can be used for Bingo/Joker calculations. When reaching the fuel state input in the UFC the pilot will receive visual (HUD) and audio (VMS) warnings. Bingo fuel warning is based either on fuselage fuel with the FUEL QTY SEL knob in NORM or on total fuel with the FUEL QTY SEL knob out of NORM.
Page 131: Environmental Control System (Ecs)
The ECS provides air-conditioning and pressurisation driven by engine bleed air. In BMS the air-conditioning system provides cooling of the avionics (you have to provide your own fresh air!) and the pressurisation system provides canopy seal, pseudo cockpit pressurisation, fuel tank pressurisation and simulated OBOGS (pressure breathing).
Page 132: Electrical System
Finally the real FLCS has a four branch power supply (ABDC) but BMS considers them a single unit. So basically what we have in BMS is a set of generators (MAIN GEN, STBY GEN, EPU GEN) that are linked to engine output and hydrazine reserves. These feed models of the various electrical buses (battery, emergency, essential and non-essential buses).
Page 133: Electrical Caution/Warning Lights
ELEC SYS caution light (CAUTION panel): comes on with any of the lights above. FLCS PWR light (TEST panel): ABDC – a single light in BMS, as the 4 FLCS branches are considered a unique branch: illuminates to indicate proper power output of the FLCC during FLCS power test.
Page 135: Hydraulic System
Should one of the systems fail the remaining system provides sufficient hydraulic pressure. This hardly ever happens currently in BMS. It is indeed much more common to see both systems A & B fail at the same time in BMS. In that case a third hydraulic pump driven by the EPU provides emergency hydraulic pressure for a limited time to system A.
Page 136: Flight Control System (Flcs)
WOW and until a few seconds after gear retraction. The FLCS is meticulously coded in BMS as it is one of the main components of the BMS Advanced Flight Model. It is a combination of three modules:...
Page 137: Roll Flcs
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.12.1.2. Roll FLCS The main purpose of the Roll FLCS is to prevent roll-coupled departures by limiting the roll rate. Four parameters contribute to a roll-coupled departure: AOA (the higher it is the more critical)
Page 138: Roll Flcs
1.12.5. Leading Edge Flaps (LEF) and Trailing Edge Flaps (TEF) BMS also models the impact of LEF and TEF motion behaviour. Normally these flight controls are commanded by the FLCS but they can be locked in place with the FLCP (FLCS Panel) switches or by malfunctions or damage.
Page 139: Digital Backup (Dbu)
FLCC detects a majority of FLCS branches in a failed state. The DBU operation does not significantly impact the normal cruise operation or landing and as such is not coded in BMS. The DBU light and DBU switch on the FLCP are eye candy but will nevertheless disengage autopilot if engaged.
Page 140: Flcs Bit
It also comes on to indicate if the LEF are locked or with a failed FLCS BIT. The DBU warning light comes on whenever the FLCC engages the digital backup software to replace the FLCS primary system. In BMS it comes on only when the DBU switch of the FLCP is switched to ON (eye candy).
Page 141: Landing Gear & Brakes
In this case each main landing gear wheel can brake separately, allowing steering on the ground. Brake hydraulic power is supplied by system B. There is no emergency brake implemented in BMS. In the real jet the JFS accumulator is able to power the brakes in case of a dead stick landing. To overcome the issue BMS toebrakes remain active even when the aircraft is running on EPU.
Page 142: Parking Brake & Chocks
BMS. The parking brake is a magnetic switch held automatically in position as long as the throttle is not pushed further than one inch past the idle point (in BMS that translates to 83-85% RPM). Once the parking brake is no longer able to hold against the engine RPM the switch is released and the parking brake deactivated.
Page 143: Autopilot Operation
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.14 AUTOPILOT OPERATION The F-16 features an autopilot system interfaced through the two 3-position switches located at the bottom of the MISC panel. The left one labelled ROLL is a standard 3-position switch, the right one labelled PITCH is the master autopilot switch.
Page 144: Heading Select (Roll)
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.14.3. Heading Select (ROLL) Placing the left ROLL switch to HDG SEL will turn the aircraft towards the heading selected in the HSI through the heading bug. The heading bug is visible on the picture as white captain’s bars on the HSI compass rose.
Page 145: Instrument Landing System
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.15 INSTRUMENT LANDING SYSTEM The ILS is used to perform precision instrument approaches using azimuth (localizer) and vertical (glideslope) approach cues in the cockpit independent of any airport precision radar. The system operates on VHF frequencies of 108.10 to 119.95 MHz. The ILS is turned on and off using the ILS volume control knob on the AUDIO 2 Panel on the left console.
Page 146 TACAN, neither of which may be at the same location as the ILS antenna. ILS approaches in BMS are therefore all ILS DME approaches. It is important to note that ILS localizer raw data is displayed on the HUD the ADI and on the HSI, but the glideslope is displayed only on the HUD and the ADI.
Page 147 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The following picture shows a typical sight picture the pilot sees when flying an ILS approach: BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 147...
Page 148 CMD STRG cues to work correctly, but that is not yet valid in BMS. The CRS setting in the DED is totally separate from the one on the HSI. There is no relationship whatsoever in the avionics suite (it’s not the case when the aircraft is equipped with the EHSI).
Page 149 For specific ILS training please refer to training missions #4 & #6 and the relevant BMS-training document located in your \Docs folder.
Page 150: Identification Friend Or Foe (Iff)
1.16.1 IFF modes IFF in BMS features 5 modes and their relevant codes or cryptographic key: Modes 1, 2, 3, 4, and C. Mode S can be turned on/off, but there is no support to simulate mode S reply or address entry;...
Page 151: Cockpit Controls
BMS 4.34 Change 2.00 1.16.2 Cockpit controls The F-16 block 50 & 52 in BMS 4.34 have been updated with an AIFF system and the AUX COMM panel has been replaced with the IFF panel. Note: TACAN management in backup mode, previously done on the AUX COMM panel, is now input via an MFD page accessible from the MFD menu.
Page 152 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Mudhen1 flight: The general section states which modes will be active upon DTC loading, i.e.: Modes 1, 2 and 4. The relevant codes are given. Please note that for Panther and Mudhen flights, their Mode 1 codes are the same, their Mode 2 and Mode 3 codes are different and their Mode 4 keys toggle at the same time.
Page 153: How To Use The Iff In Flight
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Luckily you do not have to manually input all these settings in the jet; your DTC is pre-programmed with all the briefed settings. Therefore if you do not change any IFF settings manually, the time and position criteria will be defined as per the brief and the IFF settings will change accordingly.
Page 154 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Nevertheless to change modes in all IFF (transponder and interrogator) pages: • ICP 1 followed by ICP ENTR toggles Mode 1 Active and Inactive. • ICP 2 followed by ICP ENTR toggles Mode 2 Active and Inactive.
Page 155 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 But first let’s see how to initiate interrogation with a specific example: IFF Interrogation is usually initiated on the FCR page. OSB #16 offers the possibility to interrogate in specific single modes or all modes as set up in the Interrogation page.
Page 156 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 One might wonder why these friendly aircraft are not answering the correct IFF mode 2 query. This is where the studying of the briefing and more specifically the IFF policy will come in helpful.
Page 157 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Yet as said in the introduction of this chapter, the lack of response isn’t enough on its own to categorise a contact as a bandit. It might very well be a friendly, who for whatever reason is not able to answer Mode 4 queries.
Page 158: Iff Use In Backup Mode
(before ejecting the pilot should zero the IFF keys to avoid it falling into enemy hands but it’s not critical in BMS). With no key available for Mode 4 the IFF caution light will be on and a relevant IFF PFD message will be displayed as well.
Page 159: Iff In Emergency
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 1.16.6 IFF in emergency Emergency operation is done by turning the IFF MASTER Knob to EMERG. This automatically broadcasts emergency codes in all modes: • 70 for Mode 1. • 7777 for Mode 2.
Page 160 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 INTENTIONALLY LEFT BLANK BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 160...
Page 161: Normal Procedures
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 SECTION II NORMAL PROCEDURES BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 161...
Page 162: Ramp Start In 3 Sweeps
Ramp start in BMS can be overwhelming at first when transitioning from another version of Falcon. To begin you can follow the BMS checklists but you will quickly developing your own routine to start the jet. This chapter is presented to share such a routine with you.
Page 163 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 F-16 b50/52 cockpit layout and panels BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 163...
Page 164 STEADY and WING/TAIL & FUSELAGE switch to BRIGHT. Note that the WING/TAIL & FUSELAGE switches move together as they share a common callback in BMS. The FORM and AERIAL REFUELING knobs are not implemented in the current version of BMS.
Page 165 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 5. Moving forward to the backup UHF panel the left function knob should be rotated from OFF to BOTH and the right mode knob set to MNL or PRESET or GRD depending on briefing. MNL configures the backup UHF panel to use the MANUAL frequency you can now set with the 5 smaller knobs.
Page 166: Nd Sweep: Starting Engine & Systems
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Sweep: Starting engine & systems The second sweep is dedicated to starting the engine and getting all systems online. We start again on the left console. 1. On the ELEC panel move the MAIN PWR switch out of BATT to MAIN PWR.
Page 167 DTC receptacle on the right console. In BMS we load the DTC by selecting the DTE page on the MFD and selecting the LOAD button (OSB #3). The reason we do this before setting the UFC radios is that since the DTC has a comms section the presets might be different than the ones pre-briefed.
Page 168: Rd Sweep: The Final Sweep
Once all FLCS tests have been completed ensure all switches are in the DOWN position on the FLT CONTROL panel. Both the FLCS bit & DBU are eye candy in BMS and have no consequences if you skip them. BMS 4.34 Dash 1 ©...
Page 169 CLOSE and the blue RDY light goes out. BMS rarely develops a fault into the AR system so this check could be categorised as unnecessary. 5. The next item to check is the EPU but for the test to be valid we need to ask the crew chief to first remove the EPU pin.
Page 170 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 7. SEC check is performed next to ensure that the engine can operate in secondary control mode. SEC mode will be entered automatically if there is an engine damage or malfunction. The pilot thus needs to ensure that SEC mode works correctly.
Page 171 Tower and make sure all flight members have received the information. ATIS frequencies are listed on the BMS charts and more information about ATIS can be found in the BMS COMMS AND NAV book manual located with the other BMS manuals in your Docs folder.
Page 172 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Of course once Lead initiates radio comms he might be busy communicating relevant information or requests, considerably shortening your ramp start routine. Don’t stay idle waiting for the EGI to align; perform as many items while you can because there are many other checks Lead may call for from his flight such as IDM checks, swing checks etc.
Page 173: Refuelling
2.2.1 Hotpit refuelling It is possible to request a hotpit refuel in BMS. Any airbase is able to provide this feature and all you need to do is open the AR door (to depressurise fuel tanks), make sure you are on a valid ATC frequency, stop on the taxiway and request hotpit refuel via the ATC menus.
Page 174 The speed limit in BMS for opening the AR port is CAS 400 kts / Mach 0.85 (whichever is lower) and flying with the AR receptacle open is CAS 400 kts / Mach 0.95 (whichever is lower).
Page 175 If in all older versions of Falcon you remember the boom “snapping” you in the correct position no matter what; this is no longer the case with BMS. You keep flying the aircraft. The boom will remain connected as long as you stay within its manoeuvring envelope.
Page 178 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Quick-Flow Procedure In accordance with ATP-56 B Quick Flow procedures have been implemented for both AI and humans to expedite air refuelling operations. Quick Flow allows receivers to minimise refuelling time with maximum fuel transfer. The receiver flight will join on the left of the tanker with the flight lead moving to the pre-contact position.
Page 179 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The On-Deck position is normally flown as a route (left echelon) formation with approximately 10 feet spacing from the refuelling aircraft. The third and fourth receivers will remain in the observation left position. When the lead jet completes refuelling it calls done on the radio (y 3) and moves to an observation position off the tanker’s right wing.
Page 180 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3. Leader done refuelling and moves to the right tanker wing. #2 contacts, #3 closes up to echelon on #2. #4 is waiting in position. 4. #2 done refuelling and rejoins the leader on the right wing. #3 Contact with #4 closing up.
Page 181 1 NM to the right of the tanker’s horizontal position. Once the flight is approaching this aim point they are cleared to return to waypoint mode Thanks to A for his permission to reproduce part of his BMS refuelling article. MRAAM BMS 4.34 Dash 1 ©...
Page 182: Landing
In BMS the F-16 is able to land on any in theatre runway; airstrips included. Generic airbases always have the same length runways and only specific airbases have longer runways as in real life, i.e.
Page 183 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 So there you are with the runway and PAPI in sight at around 6 Nm, aligned correctly with the centreline at 2000 feet, gear down and flying around 250 knots. You know that you have to place the FPM on the runway threshold to land.
Page 184 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 AOA is controlled by the power setting. Increasing power decreases AOA. (The FPM moves up while the nose remains steady) Reducing power increases the AOA (The FPM moves down in the HUD while the nose remain steady) Knowing that, if the FPM is above the bracket (AOA<11°),...
Page 185 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The next phase will be to flare just prior to touch down. The F-16 does not require much flare. The idea here is to transition the FPM from the top of the AOA bracket (11° AOA) to the centre of the bracket (13°...
Page 186: Abnormal & Emergency Procedures
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 SECTION III ABNORMAL & EMERGENCY PROCEDURES BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 186...
Page 187: Warning And Caution Light And Pilot Fault System
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.1. WARNING AND CAUTION LIGHT AND PILOT FAULT SYSTEM This section covers the operation of the aircraft during abnormal or emergency situations. When dealing with emergencies it is essential to determine the best course of action by using sound judgment.
Page 188: Master Caution Light
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.1.1 MASTER CAUTION light The MASTER CAUTION light illuminates shortly after any individual light on the Caution Panel illuminates. It does not illuminate in conjunction with the warning lights. The MASTER CAUTION light can be reset by pressing it, unless the triggering caution light is the ELEC SYS light.
Page 189: Pilot Fault List Display (Pfld)
3. Set all volume knobs to mid-range and run the MAL & IND LTS test. While the test is running set the master headset volume you want in BMS with the INTERCOM volume knob. 4. Set your COMM 1, COMM 2, MSL and THREAT volumes as you require them.
Page 190 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Besides the WARNING and CAUTION messages the VMS provides discrete voice messages for specific conditions: • “ALTITUDE – ALTITUDE” advises that descent is occurring after take-off, radar altitude is below the CARA A-LOW setting, or barometric altitude is below the MSL A-LOW setting.
Page 191: Warning Light Analysis
This warning light refers to a wrong configuration for landing or takeoff. On the ground with the landing gear handle up the warning light means that the Trailing Edge Flaps (TEF) are not fully down. That hardly ever happens in BMS, which is good because you should abort the aircraft.
Page 192: Hyd/Oil Press
3.2.7. DBU ON The DBU ON warning light illuminates whenever the FLCC is running in digital backup mode. This is eye candy in BMS and happens only when the DBU is tested. 3.2.8. TF FAIL Indicates a Terrain Following Radar failure. An immediate climb to a minimum safe altitude should be initiated.
Page 193: Engine
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.2.9. ENGINE The ENGINE warning light illuminates due to other engine problems. Causes include engine flameout, alternator failure, over temperature, etc. If RPM is abnormally low but not showing zero the engine has flamed out. Retard throttle to off and initiate an air-start.
Page 194: Caution Light Analysis
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.3. CAUTION LIGHT ANALYSIS 3.3.1. MASTER CAUTION The MASTER CAUTION light comes on 3 seconds after anything on the caution light panel illuminates (except IFF). Check for the specific caution light and take relevant action. Please note: if a caution light remains on for more than 7 seconds VMS will issue a “CAUTION –...
Page 195 PROBE HEAT switch on the TEST panel. PROBE HEAT should be turned on in flight but is not mandatory in BMS. As such illumination of the PROBE HEAT caution light has no consequence and no further action is required.
Page 196 It does come on with the MAL & IND LTS test though. The hook is not up and locked. Cable arrestment system is not implemented in BMS and the hook has no real purpose. Change the position of the HOOK switch on the gear panel to clear the fault.
Page 197: Fault Analysis
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.4. FAULT ANALYSIS All faults sent to the FCC are reported via the maintenance fault list (MFL) and accessed via the TEST page on the MFD. All MFL faults are recorded on the DTC file for access and review after the flight.
Page 198 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The subsystems are identified by one of the following mnemonics: • AMUX A-multiplex bus • BLKR Interference blanker unit • BMUX B-multiplex bus • CADC Central air data computer • CMDS Countermeasures dispensing set •...
Page 199: Mfl Management At Ramp Start
Action can be SET or CLEAR. SET refers to a fault occurring. CLEAR refers to a fault being cleared (by pilot action most of the time). • ID is a number internal to BMS and irrelevant for the user. • Fault lists the system where the malfunction appeared (PFL).
Page 200: Pilot Fault List (Pfl)
BMS 4.34 Change 2.00 3.4.2. PILOT FAULT LIST (PFL) BMS 4.33 introduced a fully implemented Pilot Fault List (PFL). Faults relevant to the FLCS, Engine and Avionics are categorised by priority and displayed on the Pilot Fault List Display (PFLD) aka PFD (Pilot Fault Display) located on the right auxiliary console.
Page 201: Example Workflow: Ramp Start With Air Source Knob Out Of Norm
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.4.2.1. Example workflow: Ramp Start with AIR SOURCE knob out of NORM 1. The first indication to the pilot will be the illumination of the MASTER CAUTION light. It is not in fact the first caution light to illuminate, but usually the first one that is noticed.
Page 202: Special Considerations
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 8. The F-ACK button can be used as a fault recall to re-evaluate the problem that has not cleared. Pressing the F-ACK again the PFL will display the image on the left. Subsequent presses will display page 2 and page 3 if still present.
Page 203: Table Of Possible Faults (Pfl & Mfl)
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.4.3. Table of possible faults (PFL & MFL): TEST CORRECTIVE ACTIONS / REMARKS / SEE EP PFL NAME CAUSE SYMPTOMS Number CHECKS >STBY GAIN< Dual Air Data failure FLCS in Standby Gains FLCS RESET - Land ASAP >FLCS DUAL FAIL<...
Page 204 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 TEST CORRECTIVE ACTIONS / REMARKS / SEE EP PFL NAME CAUSE SYMPTOMS Number CHECKS Illuminates AVIONICS FAULT light instead of FLCS BUS FAIL FLCS System failure Can't use PFLD to review FLCS fault; use MFD TEST page...
Page 205 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 TEST CORRECTIVE ACTIONS / REMARKS / SEE EP PFL NAME CAUSE SYMPTOMS Number CHECKS MC04 Mission Modular computer problem MMC restart None MC04 DEGR Mission Modular computer problem MMC restart None MC13 Mission Modular computer problem...
Page 206 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 TEST CORRECTIVE ACTIONS / REMARKS / SEE EP PFL NAME CAUSE SYMPTOMS Number CHECKS SMS STA4 FAIL Station 4 Remote interface failed Station operation inhibited Left wing tank pylon - monitor fuel SMS STA5 DEGR...
Page 207: Ground Emergencies
3.5.3 HOT START BMS 4.34 introduced the possibility of engine start failure due to pilot error. Advancing the throttle to IDLE before the JFS has spun the engine up to 20% RPM may cause a HOT START with FTIT rising very quickly above the 800°C (PW) or 935°...
Page 208: Equip Hot Caution Light
3.5.6 HOT BRAKES It is the pilot’s responsibility to determine when a hot brake condition exists. BMS now features accurate modelling of the real F-16 brake energy limits. The limits are based on gross weight, temperature, pressure altitude and airspeed at which an abort (during the takeoff roll) or braking on landing was initiated.
Page 209: Nws Failure
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Zone 1 : Green: Normal zone - 0-11.5 million ft-lbs, nothing happens Zone 2: Yellow: Caution zone - 11.5-15 million ft-lbs, 30% chance something bad happens Zone 3 : Red: Danger zone - 15-24.5 million ft-lbs, 90% chance something bad happens Zone 4 : Over 24.5 million lbs: Danger zone + immediate braking failure likely...
Page 210: Takeoff Emergencies
You may lower the hook if you like but as there is no cable arrestment system in BMS it does nothing. Consider following the hot brakes procedure after any abort. Taxiing after an abort will further increase the likelihood of hot brakes.
Page 211: Blown Tyre On Takeoff
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.6.3 BLOWN TYRE ON TAKEOFF A blown tyre condition is difficult to recognise. The directional control loss may be confused with crosswind. Aborting takeoff may be more dangerous than continuing, especially if speed is already high. If takeoff is continued do not retract the landing gear, reduce the gross weight and plan to land as soon as practical (refer to landing emergencies chapter 3.8.1 Landing With A Blown Tyre later in this section).
Page 212: In Flight Emergencies
With that Config option deactivated (default) you will need the (unrealistic) idle detent keystroke. If you have the Idle Cutoff option in Falcon BMS.cfg enabled then you rely on your flight controller’s mechanical detent for the idle detent, making the keystroke unnecessary.
Page 213 (SFO) exercises. That being said failing does not bear any consequence and the BMS ejection envelope is rather large. To perform a flameout landing turn immediately towards the nearest runway, jettison stores to decrease drag and establish best range airspeed.
Page 214 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The Overhead Approach The overhead flameout approach is made up of three distinctive points called HIGH KEY, LOW KEY and BASE KEY. Each key is associated with a minimum altitude ensuring that the flameout approach can be concluded with a safe landing.
Page 215 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Passing High Key within the altitude limits (7000 - 10000 feet) execute a 50° bank descending turn (180° of turn) to downwind while maintaining 210 knots, aiming for Low Key. Low Key is the point where you start your final 180° turn towards the runway and should be reached between 3000 and 5000 feet AGL.
Page 216 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 The Straight-in Approach This procedure is comparable to a long 7° AOA glide to the runway threshold at best range speed (210 knots), with the gear up until the initial aim-point is 11-17° below the horizon. Landing gear should be lowered and the glide continued at best speed with gear down (200 knots) until the flare.
Page 217 Park (chock) the aircraft when stationary. Training for flameout landing See BMS Training Mission 7 and the associated chapter in the BMS-Training Manual (in your \Docs folder) for instruction about flameout procedures. BMS 4.34 Dash 1 ©...
Page 218: Jettison
Emergency Jettison does not require MASTER ARM to be activated. Warning While uncommon in BMS jettisoning stores with the gear down may result in collision and should be avoided. Ensure the gear is up before jettisoning. Jettison is possible on the ground only when the GND JETT ENABLE switch located on the gear panel is set to ENABLE.
Page 219: Egi In-Flight Alignment (Ifi)
NORM. An EGI status of 8.1 / 10 is sufficient (actually as with ground align the alignment in BMS is accurate with GPS as soon as the AUX flag disappears from the ADI). The EGI knob can then be moved back to NORM and navigation data will be displayed in the HUD and MFDs.
Page 220: Fuel Leak
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.7.10 Fuel leak Battle damage may cause fuel leaks. Fuel leaks may be noticed visually with a sudden drop of fuel quantity at the time of battle damage and an abnormally fast needle movement (towards empty).
Page 221: Landing Emergencies
This is done by opening the AR door at the expense of the NWS in BMS. Landing with the AR door open will prevent the NWS system being engaged. Since explosion isn’t really modelled NWS might be more critical.
Page 222: Landing With Gear Unsafe/Up
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 3.8.3 LANDING WITH GEAR UNSAFE/UP With most gear problems on landing retain empty fuel tanks and reduce gross weight. Because of the high probability of crash you may also consider shutting down the FCR and all unnecessary avionics.
Page 223: Brake Malfunctions
Since BMS does not implement RCR (runway condition) we can define a crosswind limit of 25 knots for BMS from the graph below. Any crosswind situation up to 24 knots can be dealt with in BMS but anything over 25 knots means diverting to an alternate runway with more favourable wind conditions.
Page 224 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Let’s consider the following example: Runway heading is 360° and the wind is blowing from 330° at 20 knots. You enter the graph on the line giving the wind direction relative to the runway, 360° - 330° = 30°.
Page 225 ARI (Aileron Rudder Interconnect) kicks in. In BMS the crosswind will mostly be felt once the main wheels leave the runway. The FPM will drift towards one side of the HUD.
Page 226: Section Iv Flight Characteristics
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 SECTION IV FLIGHT CHARACTERISTICS BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 226...
Page 227: Limit Cycle Oscillation
In addition, cockpit instruments may become difficult to read as LCO amplitude increases from moderate to severe. LCO in BMS is not detrimental to the aircraft and mostly happens with air-to-surface configurations (external tanks and AGMs, General Purpose or Guided bombs).
Page 228: Category Loading
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 4.3 Category Loading Unlike popular belief, the CAT config switch does not limit G. It limits AOA, which as a consequence limits maximum G available that the pilot can request according to his speed.
Page 229: Asymmetric Loading
Normally roll departure shouldn’t be documented because more than a 360° continuous roll is forbidden with this aircraft. And 360° wouldn’t be enough to induce a roll departure. Still BMS being a simulation, roll departure is a real possibility if rolls limits are exceeded. Roll departure will lead to pitch departure.
Page 230 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 During the deep stall the nose will oscillate 15° around a slight nose down pitch attitude. The aircraft may self-recover if the pilot releases the controls in the early oscillations of the generating deep stall.
Page 231: Operating Limits & Restrictions
T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 4.5 Operating Limits & Restrictions JFS: JFS start limits for air-start: less than 20000 feet, less than 400 knots. JFS operating time: 4 minutes. Past 4 minutes of operation the JFS may overheat on the ground.
Page 232 T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00 Negative G flight with both reservoir tanks full is limited to: • AB thrust: 10 seconds. • MIL thrust or below: 30 seconds. • Negative flight should be avoided with a low fuel condition, or when the ENG FEED knob is out of NORM.
Page 233: Bibliography
BMS manual • BMS1-F16CM-34-1-1 • BMS checklists • BMS website published articles • BMS Comms and Nav book (former Chart Tutorial) • Vol 3 11-2f-16.pdf • Vol 5 Basic Employment Manual BMS 4.34 Dash 1 © Red Dog 2012-2019 Page: 233...
Page 234: Acknowledgment
BMS 4.34 Change 2.00 6. ACKNOWLEDGMENT I’d like to thank Phil “Darkman” Keeling for editing the document and the whole BMS coder team for providing technical knowledge related to the BMS code. Many thanks also to my squadron mates: the...

BMS F-16C/D 4.34 Flight Manual

Section I

Normal Procedures

1 St Sweep: before Starting the Engine

2 Nd Sweep: Starting Engine & Systems

3 Rd Sweep: the Final Sweep

Abnormal & Emergency Procedures

Section IV Flight Characteristics

5 Bibliography

6 Acknowledgment

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Summary of Contents for BMS F-16C/D 4.34