Feedback BMS-Training.pdf
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in <bms-training.pdf>, p.99
Knowing from which side the bomb will be released is therefore very useful and can be easily checked in the TGP page by looking at the highlighted station number.
The station selected for dropping can be changed with the MSL STEP button on your sidestick.i tested it, it dos’t work, it cycle bomb mode from CCRP CCIP DTOS.
Edit RD: corrected in next version</bms-training.pdf>
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indeed
I screw that one up. Use OSB button insteadThanks for the feedback
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what? i dont think so.
i tried OSB on both side, no one works.
i think BMS dos’t have this function. -
I think you’re right. I must be seriously confused with AG missiles.
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Training.pdf p43, 3.3. Taxi on Taxiway Foxtrot should be Taxiway Papa.
Edit RD: corrected in next version
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@Red:
I think you’re right. I must be seriously confused with AG missiles.
You can only step stations with AG missiles, yes. The MMC drops from alternate sides for bombs automatically. You can adjust its drop pattern by reprogramming the loadout to omit a station if need be - though not in BMS, with the automagic loadout selector in the SMS.
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@Red:
I think you’re right. I must be seriously confused with AG missiles.
I confirm, dumb bombs and LGB cannot be “stepped”. A workaround for Hung ordnance (that would prevent single release and forbid to jump to the next station) is to drop in pair.
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Apologies if this has been posted already.
Page 127 refers to Force Correlation mode of the AGM-65G. It says ‘You don’t need to designate track with TMS up but aim for the lowest possible spot on the span.’
This is not correct. Without a TMS up to designate the missile will not track and will simply lawndart.
Edit RD: need investigation
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p.133
we are planning to attack both columns with a pair of JSOWs in trail, it’s best to fire JSOWs at INS steerpoints rather than cursor positions, so we need to mark both centres of the columns and use them as our attack INS steerpoints. As both attack axes are different, we’ll set the first two bombs for the 315¡ã column, ripple the first two JSOWs, then program the SMS for the next column axis before releasing the last 2 bombs.consider about this situation, i think it should be two?
Edit RD: corrected in next version (rephrased)
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Training.pdf, p49, 4th paragraph
When the glidescope is within 5° (2 dots on the HSI)
should be
When the glidescope is within 5° (2 dots on the ADI) -
@jc1:
Training.pdf, p49, 4th paragraph
When the glidescope is within 5° (2 dots on the HSI)
should be
When the glidescope is within 5° (2 dots on the ADI)Actually, whats written is correct (both glidesLope and HSI).
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p.132 As with any other CBUs in BMS the burst altitude should actually be called burst height as it is a distance from the ground and not an altitude.
p.133 2500 feet for EGEA and 4 Nm ROB. 2500 ft AGL seems a good altitude for cluster munitions and ROB is left at the default of 4.0 Nm.all this comment make me feel EGEA=burst altitude(AGM-154A),
but in <to-bms1f-16cm-34-1-1.pdf>, p.199, figure 87 giving another story. Changing the EGEA will affect the elevation of the JSOW flight path weapon trajectory in order to avoid weapon impact with the terrain prior to arriving at the target.
finally i did my test, no matter 700ft or 2500ft to set, the final hits r the same. i think figure 87 is correct.</to-bms1f-16cm-34-1-1.pdf>
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This feedback has to do with the Training.pdf and the Dash-1. Both say the best method to get to AAR Pre-contact, but give different advice.
Training.pdf p52.–-The best method to get that position correctly is to use the gun cross and the boom.
Dash-1 p154.–-----The best method to get that position correctly is to use the FPM and the boom.Which one is best of the best?
Edit RD: corrected in next version of dash1. Training is correct with guncross
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jc1- Guncross has been stated in my readings as the initial boom location. Your fPM will fluctuate with speed and wind, where the cross is stable. It may keep you from having to abort too; as it is usually higher than the FPM which might keep you from having the boom strike your canopy…
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So I’ve got a question re: where you want to have someone park & shut down once they land. When should it be on the ramp, when should it be in the parking area, and if there are multiple parking areas which one? I.E. TE6 where im comming in on Taegu, I don’t normally run thru Taegu and I see there are two parking areas alpha & bravo, HAS on the North taxiway and anti-blast structures on the South taxiway, and a maintenance lot. Where do I want to park since the Valet is off duty?
But nicely done. Can’t wait for the NOTAMs to start.
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Take it back to the HAS and let the crew chief worry about it.
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Mission 5: Air to Air Refuel
Section 5.1 reads “The AWACS menu is opened with the ‘a’ key”
It’s the “q” key on mine??
By the way, the re-worked training missions and documentation are AWESOME!!!
RBG
Edit RD: added in next version - it’s actually dependant on installed keyboard
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Just a suggestion based on observation. Many fliers on other forums are confused by the discrepancies between HUD symbology in the pictures in the training manuals and what actually appears in their HUD during the mission. Pictures depict newer avionics while the training missions utilize older Blocks with the older HUD symbology. Many people are mistaking this for a bug or error.
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Page 98 of the training manual (as well as the green marking in the diagram on page 97) states: “Meterstick is the distance from the centre of the TGP cross to one of its ends.”.
However page 90 of the -34 states: “the meterstick (cross-hair) which is the length in meters of each line of the cross-hair.”
In accordance with the real jet the -34 has it correct (i.e. it is the length of the line only, not from the center of the cross to the end of the line)
Additionally, the picture on page 98 of the training manual indicates in green that the meterstick works in the vertical as well. This is incorrect (unless you are at just the right angle), the meterstick is only accurate in the horizontal plane (because the grazing angle differes based on altitude, slant range etc. Imagine for example looking at a target really far away from a really low altitude. No way the vertical line will be indicating the same distance as the horizontal one). It is also most accurate near the center of the TGP FOV. Lastly, these images are in a point track which is also not recommended because the point tracker box may block/shrink the cross hairs and as such make it harder to interpret the meterstick unless a very small target is being tracked.
Edit RD: added in next version
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Because I’m reading the manuals since 1998, and I know how to read across them.
A newbie might be confused if he reads the 1rst sweep, following step by step,
rotating the knobs to set backup radio frequency, to get the result as shown
in the pictures of the manual, but will fail to see any numbers as long as there is no power.Oliver has already pointed out it is not an error, it’s by design.
So for me personally it’s fine.LS
With all respect to the authors of the manual and heartfelt thanks for their hard work - I have to side with LS on this one.
If one is a newbie like me following the training manual, it is a bit confusing at first to be instructed to tune the radio (when the frequency digits are not displayed), push buttons on the UFC and look for output on the DED, when there is no power applied and thus nothing displayed on the DED as the illustrations show.Here are the relevant instructions. For context, the main power switch at this point is off. It gets turned to “batt” at the start of the next sweep.
I read a few steps ahead, realized it was just an error in the manual, and continued on without incident.
However, there’s no question in my mind that it is an error in the manual.Please don’t take this as a complaint. I’m just trying to help 4.33 be all it can be.
I’m one of those guys who push all the buttons and do all the checks whether the check is required to get the jet in the air or not.
I think it’s a reasonable compromise to designate non essential steps as “eye candy” or “not required in 4.33” or something like that.Great work guys. I thank you for it.