Confusing manuals for new players - where to start from?
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While I understand where you’re coming from in much of this, having the 4.32 training missions (as you’d asked for/about) wouldn’t solve any of those problems.
If it had an AA MRM training mission where it would teach me how to MADDOG an AMRAAM that’d be an start - yes, it’s a matter of a quick google search, but it’s a quick example. If it also teach me about Man-In-The-Loop it’d help.
Perhaps it wouldn’t tell me why after crossing FL14 I must change my altimeter values, but it would add information not available with 4.33 tutorials, because such training missions don’t exist in 4.33 as of yet, no?
Also, it’s not really a big deal, I’d welcome being able to play 4.32 missions as I suppose they’d add to something - also suggested by Rypley here - but I can live without them. I just thought about asking if it was possible to have them here though haha.
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Hi!
The problem is that the training mission manual doesn’t really explain much sometimes. Like the altimeter during mission one, it doesn’t tell me why I have to change the pressure values after passing through 14000ft, it just tells me to do it. So I’m basically pressing buttons without knowing exactly why.
Such things are basic flight rules in avaition.
It is impossible to explain EVERYTHING in manuals , otherwise you will have a folder containing 50 different .PDF and a singe 5000 pages PDF. Falcon4 is “not” made for pure beginners … it considers that you have a minimum of knowledges on flying air-planes. For some topics, you will have to use Google, the forum, and also for rare cases, real life documentation not provided in Doc folders.I suppose that after reading both dash manuals things will start making more sense.
This is the 1st thing to do.
My advices (in order):
- BMS Manual (for proper set up, configuration and UI basics)
- Dash-1 (aircraft airframe and systems)
- Dash-34 (avionics)
- Checklists (Procedure bible, to be used anytime in ground and in flight)
- BMS Training Manual (for application)
Everything is in Docs folder.
To dig further in military procedures, tactics and combat, you will find also precious informations in “Operation Manuals” folders which are RL docs.
Do not rush anything (you will be frustrated) , learn “how to use” the documentation, there is no step one, then a step two … etc … you will have to use the documentation according to your needs. So you will have to know what is inside and use it wisely : it seems that MadDog and Man in Loop is not the priority for you. Learn to fly the jet. then, look for weaponry … finally, tactics.
EDIT: I’ve forgot : Practice, practice, practice …
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BMS 4.33 Foreword and explanation:
BMS manual:
This manual contains information on the Falcon 4 BMS front end, i.e. installation, configuration, user interface, multiplayer etc. Only simulation specific items will be documented in this manual.
The following manuals supplement this manual to establish the complete Falcon BMS 4.33 series:
• TO‐BMS1F‐16CM‐1 (aircraft, avionics, normal procedures and abnormal procedures).
• BMS-Training (documentation to accompany Falcon BMS 4.33.1 training missions).
• TO-BMS1F-16CM-34-1-1 (weapon systems, support equipment and munitions).
• Checklists and Cockpit Diagrams (avionics, emergency, non-F-16 pit layouts).
• Airport Approach & Navigation Charts (including KTO AIP, Chart Tutorial).
• Key Files & Input (Key File, Key File Editor, Keystrokes, Callbacks, etc.).The purpose of the BMS Manual is to document all 4.33 simulation specific aspects:
- Installation & Configuration
- User Interface
- Weather Options
- Flight Planning Options
- Cockpit & Views Management
- Tactical Engagement & Campaign
- Multiplayer Settings
BMS Training:
The purpose of this manual is to document the new 4.33 training missions. We decided to go back to basics and use a similar building block approach to that used in the original Falcon 4.0 manual training missions.
We will develop about 25 missions, divided into 4 main groups:
• Basic handling
• Advanced handling and avionics
• Weapon employment
• Naval Ops
While going through the four main mission groups you will fly several different F-16 models, with different avionics and capabilities. You may find yourself at the controls of an F-16B block 15, F-16D block 40, F-16C block 52 or F-16C block 52+. Naval operations will feature the F/A-18D Hornet.
This document is not intended to explain how the BMS aircraft systems work.
The F-16 and its systems are explained in the BMS Dash-1 (TO-BMS1F-16CM-1) manual.
Weapon employment procedures are explained in the BMS Dash-34 (TO-BMS1F-16CM-34-1-1).
These documents should be read before flying the training missions.
The purpose of this document is to link both -1 & -34 with specific scenarios,
tying all the documentation together.
Whenever appropriate we will refer both the Dash-1 and the Dash-34 in this document to streamline your information input and avoid duplication of content available elsewhere.
We will similarly refer to the F-16 checklists that are also available in your Docs folder. We suggest you print them out or put them on your tablet, so you have them handy whenever you fly BMS.The purpose of the BMS 4.33 Training Manual is to document the 4.33 training missions, using a similar approach to that used in the original Falcon 4.0 manual.
Throughout training missions, different challenges will be presented with different BMS F-16 versions, each with their own unique characteristics. Both BMS Tech Orders
(Dash 1 and Dash 34) should be read before going through the Training Manual and associated 4.33 training missions.BMS Dash 1
The purpose of the BMS Dash 1 is to provide a flight manual for the BMS 4.33 F-16C/D block 50&52 explaining aircraft systems, normal procedures and abnormal procedures.
It is the manual that should show newcomers and returning veteran pilots what they need to know to fly the F-16 in BMS.BMS Dash 34
This manual contains data describing relevant aircraft avionics, weapons systems, support equipment and munitions designated for carriage on the aircraft and data necessary to execute air-to-air and air-to-ground missions employing nonnuclear munitions.
The purpose of the BMS Dash 34 is to provide an avionics and non nuclear weapon delivery manual specific for BMS 4.33.
The Dash 34 manual will cover advanced avionics system and weapons procedures.
It is the manual that should show newcomers and returning veteran pilots how to fight in the F-16 in BMS. -
What I mean is, seeing from a new player to BMS perspective, things seem pretty messy and confusing. There are dozen of documents files, and the training missions, which seem to have been changed for some reason from BMS 4.32 to 4.33, are incomplete (one example is that there is no AA training scenario, which was present in last version, therefore the training mission manual doesn’t tell me how to MADDOG launch an AMRAAM).
Now, checking back on Falcon AF, although less complex than BMS, it’s manual was perfect. It would hold with you through all the training scenarios, explaing the whole goal of each mission and then giving a summarized step by step guide of what to do and why. By the end of all the training missions it would explain what every part of the F-16 cockpit did (as long as it was implemented in the simulator). It would do a complete overview of all panels, then the HUD, DED and each MFD page, and it was all in a single manual in a learning and logical order.
Also, and quite important in my point of view, everytime a new abbreviation was introducted, it would tell me what it meant, as it seemed to assume, rightly, that it was the first time you were being introducted to the F-16, therefore you knew nothing as of yet.
Yes there is a philosophy change from AF to BMS. As you said yourself, AF was much simplier than BMS, therefore maybe the way AF did isn’t really transposable into the BMS way because it would make 1 manual 2000 pages thick and ppl would be afraid to start because it’s so daunting.
But it is beside the point, the fact that we have multiple manuals (but not dozen as you say) and well defined is to some of us an advantage rather than an inconvenient. I understand it is not for you but we can’t please everyone.
The training manual and mission does the exact same you say, so that’s a non argument
The abbreviation are alsoexplained the very first time they are stated. Just like you asked as well, so that’s a non argument.
I agree that it’s not the first time per manual (the first time may actually be in another manual), as we think there is a certain order to read the manuals as explained in the post above.
We are working on a general list to make it even easier to refer as you read the main document.You’re right the AA missions are missing, as written in the manuals, BMS is a work in progress
Logic is personal, what doesn’t work for you doesn’t mean that it does not work for other people
Then on BMS there doesn’t seem to be much of the care to explain how everything works, but more to teach already familiar players into what changed.
incorrect, the training missions sequence is meant for new pilots
the dash 1 explain all aircraft systems, from the beginning
the bms manual explains all the sim aspects.
The BMS manuals are meant for BMS users and new users.I’ve started by reading the manual itself just after reading the “AF to BMS Guide (v1.37)” and the “OF noob Guide (v1)”. The manual itself focuses more into the simulator UI but doesn’t tell exactly how to fly the F-16, as expected, since it’s goal is not the same as of the AF manual. Then, I followed by reading the training missions and flying them afterwards, hoping for an approach like AF did. I did all of the flight ones (except the Failures-training 09, which seem to be glitched and simply doesn’t load), but decided going back to read the Dash 1 manual, as for the training missions it kinda assumed you knew much of what was going on. Can’t say it wasn’t useful, but for the failures mission for example, it told me what I was supposed to do to try and fix each problem, but at the same time I had no idea of what was actually happening with the aircraft (I’ve even printed all of the emergency checklists and yet don’t know why it’s telling me to do certain things, I’d just do them had the mission loaded and hoped it worked). Also, for the first mission, tt tells me to ask tower the QNH, but it never explained me what QFE and QNE meant, it also never explained me why after FL14 I must change my altimeter neither where can I get that info in the future when I’m flying on Campaign.
Two things in there, mission 1 and the QNH, QFE and QNE question and mission 9 which doesn’t start but that you commented anyway (so it does work after all.
Let’s start with your pressure settings question:
Here’s what the training manual say exactlyPassing 14000 feet set your altimeter to QNE: 1013 Mb or 29.92 inHg. That is the standard pressure for flights above the transition altitude in KTO (Korean Theatre of Operations). From now on altitude will not be called in feet, but in Flight Levels expressed in hundredths of feet. e.g.: FL150 is 15000 feet.
So the training explains it but you missed it. The document explains it where it is relevant. That is in Mission 2 when you navigate around kunsan for your first flight and when you go higher than the transition altitude. It does also tell you what QNE is and tells you that the whole KTO is 14000feet/FL140
The reason it is done so is that each training mission has a specific goal. It is counterproductive to explain something that is not relevant to that goal at that time. And QNE and transition altitude is not relevant to a ground ops TE
It does become relevant in the navigation goal and that’s why it is explained in TRN 02
IMHO going into unwanted detail at a certain moment makes the manuals even more confusing, not less as you would suggest.The QNH/QNE/QFE is relevant mostly to the charts and therefore are explained in the chart tutorial which is also in your doc folder as well: chapter 2.9
Mission 9 with the failure, here’s what the training manual says
The BMS Dash-1 and Dash-34 go into more depth about the new mechanisation of Caution, Warning and Fault analysis. As usual these documents should be read and understood before trying to solve this in-flight emergencies training mission.
So it is by design.
The TRN 09 has a didactic meaning and as said in the introduction it should be done in a two step scenarioWe suggest you don’t read the following pages but fly first and try to manage the emergencies with the help of the emergency checklists located in your Docs folder. If there are issues you do not understand or you couldn’t solve then come back to this chapter and read the following pages.
It is totally normal not to know exactly what happens, the trick is to try to solve the issues according to the indications and previous study/readings of the dash-1 fault analysis chapter
You won’t succeed the first time, but then the reading of the training will explain to you what happened and what should have been done.
So the next time it happens, you know
If you do only half of it - it is indeed wasted time.So now, starting on Dash 1, I come with the explanation of the TEST Panel for example. And it already starts by saying that the “FIRE & OHEAT DETECT” button checks for engine fire / overheat. So, ok. But why everytime I depress the button my engine fire alert lights up? In my mind, as it seemed to explain me in the text, it should only go up when there’s actually a fire going on as it was supposed to detect fire, no? Why would my lights light up if there’s no fire as it wouldn’t be detecting fire?
What the manual says
The FIRE & OHEAT DETECT button checks continuity for both engine fire and overheat detection systems. The overheat detection happens 100°C before the engine fire detection system. The overheat triggers the OVERHEAT caution light and the engine fire triggers the ENG FIRE eyebrow light. Those lights and the MASTER CAUTION light remain on as long as the button is held depressed.
What does check continuity means?
All warning system in an aircraft are checked. Why? because if the warning system is broken, the warning won’t happen and the pilot will die stupid.
So we pilots check continuity on circuits to ensure that warning systems do work as advertised. That is the reason why TESTING the system LIGHT up the warning ….
The lights coming up is the pilot proof that the warning system works as advertised, which is the purpose of the TEST panel switchesThe TEST panel is used to perform tests on different systems during Ramp start.
So the manual explains it fine, you just didn’t read it carefully enough and decided it was confusing way before re reading what your brain didn’t process on the first try!
(updated thanks to BW correction)Secondly, the Probe Heat. It tells me what each position of the three swtich button does to the probe heat (start heating on ground, etc), but it simply doesn’t tell me what is the probe heat, what is it there for and therefore, what happens if there’s a problem with it. Ok, cool, if I set the switch to test, the Probeheat caution light illuminates, what does it mean if it illuminates in flight?
Same thing for the EPU. What is PMG, output to FCLS, etc? I don’t even know what PMG means and therefore am going to have to google it after.what the manuals says:
The PROBEHEAT switch is a three-position switch: PROBE HEAT, OFF and TEST.
The pitot, fuselage air data, AOA and the total temperature probe heaters are on anytime the aircraft is airborne regardless of the TEST panel switch position.
The PROBEHEAT position allows the probes to be heated on the ground. OFF de-energizes all systems on the ground. TEST (on the ground and in-flight) performs a functional test of the PROBEHEAT monitoring system. The PROBEHEAT caution light flashes for a successful test. Failure of the PROBEHEAT caution light to illuminate or flash indicates a failure of the probe heat monitoring system.So it tells you that probes are sensors like AOA, pitot, temp sensors etc. From the texts above you should have realised that these are sensors needing to be heated (thus oustide on the airframe) at some point, no?
All these are sure enough quite common in aircraft. None of the manuals explains where the flight instrument gets their data from (these sensors) because it is general aviation knowledge.
And since the AF manuals were so great - how come you don’t know that common aviation fact ??
It also tells you what happens in flight, regardless the position of the test switch - and remember the name and purpose of the TEST panel quote above!!These are all just a few of many small doubts which keep accumulating creating a very confusing situation where, in the end, I “know” how to press buttons but have no idea of what’s going on.
Isn’t there a manual that can teach what everything does? These, as I’ve said, just seem to assume one already has an idea of what everything is.I’m pretty sure that I can counter any other one you come up with.
90% of the confusion comes from the user because he refuses to use the manuals as they are meant to or because he just doesn’t understand what’s written. As I just demonstrated aboveThe confusion you have is expected because of the huge amount of information you have to process.
Criticizing the documents meant to help you won’t make you task any easier.
You need to try harder, read more or compliment the information with other sources and try to answer your own questions. Most of the answers are there but in such a vast project it is quite normal that it takes time to process that missing informationIn that process, getting your information from your beloved AF manual will simply make yourself even more confused because what is explained in there will not work in BMS. And BMS has so many things that are not explained in the AF manuals. If you do that you will be doomed for failure as your “confusion” will last forever
The only way to clear that confusion ASAP is to dig more and more into the BMS documentation suite -
Sorry, are those “gaps” not interesting? I thought everything here was quite important but badly explained. The “gaps”, such as understanding what DBU is, is probably something very basic that’d allow me to understand the FLCPanel. I don’t see why this would be in the sim/manual otherwise.
Is it just eyecandy?well, I argue that they are very interesting. but the real manuals end up being a lot more to read because of it, and some (a lot) of the stuff in them doesnt apply, so many find it a lot to read which becomes uninteresting because it doesnt apply directly to them.
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RD - the fire and overheat detect does not test the warning bulb, the MAL and IND LTS button does
the fire and overheat detection tests the fire and overheat detection circuits.
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Correct BW, thanks
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It is impossible to explain EVERYTHING in manuals , otherwise you will have a folder containing 50 different .PDF and a singe 5000 pages PDF. Falcon4 is “not” made for pure beginners… it considers that you have a minimum of knowledges on flying air-planes. For some topics, you will have to use Google, the forum, and also for rare cases, real life documentation not provided in Doc folders.
Well, you can explain almost everything, the primary matter being time. As in our French “Fighter school” we try to teach true beginners (players with no past in simming at all) our own .pdf for basic knowledge are more detailed than Red Dog’s manuals, but they’re longer, sometimes even considerably longer than BMS manuals on particular topics, you’re right. For instance, our .pdf dealing with flight controls is 48-page long even though I kept it as short as I could on purpose.
My point is that if we had had as little time as Red Dog had to write them, it would have been a totally impossible task. He had to make a balanced choice so that the manuals fit most users, and achieved a terrific job in my opinion. -
From my experience if something is omitted from the manual it’s generally because it either isn’t fully implemented or implemented at all. There are many things that, even if it does work in sim, you don’t really need to use. One such example is the altimeter setting at transition altitude. Though very important in real life I don’t feel it matters much if you remember to set the altimeter correctly after passing FL140 especially in single player. As stated earlier, if the manuals were to include details on everything they would be thousands of pages long and that would be extremely counter productive.
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Thought I’d throw in my 2 cents.
Anyone interested in flight simming most probably was interested in aviation for a while before that. In extension, that should mean that the person has either formally studied aviation or reads about it as a hobby so he should at least have a grasp of the fundamentals and knowledge of the basic instruments and systems used in most aircraft.
I personally had a great time when I first started learning BMS. I already had a couple years of aviation knowledge under my belt just as a hobby (I’ve applied to our air force before but because of a speech impediment I sadly can’t be accepted no matter my qualifications) and the BMS manuals were comprehensive and answered most if not all of the questions I had in mind. Any acronyms I didn’t understand I was able to know through a quick Google search, using acronymfinder.com, or just asking the forums here.
It also helps to have a passion for this kind of stuff because the information available is massive and really does require a certain degree of dedication to become an adequate driver. If you’re coming in to a flight sim expecting everything to be laid out in and exact step-by-step format you’re gonna have a really hard time. This sim is arguably the most realistic commercially available sim and it didn’t reach that level by being easy.
Not sure where I’m going with this, but if you have the dedication and passion for this sort of thing you’ll be able to understand everything by putting in some extra effort and actively searching for answers yourself either in the manuals, here in the forums, YouTube, or elsewhere on the internet.
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@Red:
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Firstly, thanks for the detailed text and taking your time to write this all. It surely did made things clearer and showed me parts of the text I missed or interpreted incorrectly.
When I, incorrectly, mentioned mission 1, while it was actually mission 2, it’s because I’ve done the first 3 in order without stopping (as in, after takeoff I wouldn’t quit and start mission 2, I just paused the game and started it from the air). Ended up saying mission 2 was 1, as from ground ops to landing it was all mission 1 in my mind, sorry.
@Red:
mission 9 which doesn’t start but that you commented anyway (so it does work after all.
Unfortunately, not quite. I had the emergency checklist in hands and imagined myself pressing the buttons, but I couldn’t be sure that’d actually work or even try to do everything said in the manual in-game. I could only picture the situation in my mind without actually pressing the buttons or moving the flight stick.
This arrised some doubs, for example, assuming the FIRE warning light lit up and then just went off - I know it doesn’t happen on this mission, but it’s stated in the checklists - after depressing FIRE & OHEAT DETECT as told, the checklists tell me to eject if FIRE persists or land if FIRE cease.
Why would FIRE persists after depressing the test button (in depressing I take it means holding the button for a couple of seconds and then letting go of it)? Wasn’t this button just supposed to check if the detection circuits were working? If the FIRE went off in the first place I just couldn’t get it, while reading, why it would then come back on and persist if I depressed the button.Thanks.
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This arrised some doubs, for example, assuming the FIRE warning light lit up and then just went off - I know it doesn’t happen on this mission, but it’s stated in the checklists - after depressing FIRE & OHEAT DETECT as told, the checklists tell me to eject if FIRE persists or land if FIRE cease.
Why would FIRE persists after depressing the test button (in depressing I take it means holding the button for a couple of seconds and then letting go of it)? Wasn’t this button just supposed to check if the detection circuits were working? If the FIRE went off in the first place I just couldn’t get it, while reading, why it would then come back on and persist if I depressed the button.The FIRE and OHEAT DETECT is just a test switch. When pressed you are just checking that lights and warnings will come on. When released all warnings should extinguish. If you are in flight and the fire warning comes on then you should eject. This is the way I understand it.
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no, you reduce thrust to the minimum practical. Ideally that will put the fire out in 30 to 60 seconds. if the fire indications persist, eject. if the fire indications stop, test the fire detection circuits. if they still work, the fire should be out. thrust may be significantly degraded - land as soon as possible.
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Firstly, thanks for the detailed text and taking your time to write this all.
Thanks for reading it to the end
This is going to get interesting, fasten your seat belts
Let’s take this very example to illustrate some points reality vs simulationDoing the emergency checks was a nightmare because not many of the system are actually implemented in depth. What the pilot see in BMS may be realistically correct but the problem sourcing & solving during an emergency (which is what the emergency checks are all about) are not matching what should happen in the real jet because of the software layer level implementation.
no, you reduce thrust to the minimum practical. Ideally that will put the fire out in 30 to 60 seconds. if the fire indications persist, eject. if the fire indications stop, test the fire detection circuits. if they still work, the fire should be out. thrust may be significantly degraded - land as soon as possible.
What Bw reported is correct for a real F-16 and actually matches the BMS emergency checklists. So we can state that it’s a valid comment for BMS
Page C-4 clearly has 2 options after point 4. fire & Oheat detect button depress
There is IF: IF fire persists then EJECT on the left column
and the other column says: IF fire indications cease: Land as soon as possibleNow, and that’s a big NOW
The above problem solving will work in BMS but will always end up of the same side, because the other side is not implementedSo a BMS user can role play and get to the end of the checklist but he will always end up by pulling that big yellow handle
therefore:
If you are in flight and the fire warning comes on then you should eject. This is the way I understand it.
Lightswitch is also correct, when taking only BMS in mind and omitting the reality. (by the way, you don’t die for real when the plane in BMS blow up - so believe me you never treat an emergency as you would in real life - you’re much less concerned with the final outcome)
When the engine fire comes on in BMS, the fire never is extinguished and you will blow up at a certain time. (<= that is variable)It’s all the compromises of simulation and how deep it’s implemented.
And that’s why considering reality may also be confusing - Especially in the part involving emergencies.
You can do it if you know both the real and virtual systems perfectly and if you understand how a software works on the coding side.Now, what happens when you try to write a manual about the above?
What are the results you will get? How confusing does the author need to be to overcome the lacks of the software implementation?
always gauge both side of the fence -
Can I just interject a point here: I have never understood folks who have an issue in BMS and try to source an answer using the AF or original Falcon 4 manuals. That’s like trying to fix your BMW using a manual for a Ford. Yes, they are both Cars and derive from the same root but they are totally different. The same is true of BMS; AF is on a totally different developement tree and so at best is a Cousin to BMS. Falcon 4 is like the Grand Parent to both. But as such the chances of getting a solution to a BMS problem (learning oppotunity) from these other manuals is slim to non-existent.
The current BMS manuals are by far the best BMS manuals that have existed for BMS. Whilst not perfect (show me a manual that is) they are a work in progress and can only improve. If you find something you think is wrong then post it in the Documentation area of the forums. There it will either be explained or noted to be included in the next version of the documents, usually with a thanks from the authors.
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@Red:
This is going to get interesting, fasten your seat belts
Let’s take this very example to illustrate some points reality vs simulationDoing the emergency checks was a nightmare because not many of the system are actually implemented in depth. What the pilot see in BMS may be realistically correct but the problem sourcing & solving during an emergency (which is what the emergency checks are all about) are not matching what should happen in the real jet because of the software layer level implementation.
What Bw reported is correct for a real F-16 and actually matches the BMS emergency checklists. So we can state that it’s a valid comment for BMS
I do think that this is achievable in BMS for all the emergencies checks, given some updates
i.e., its not so much reality vs simulation as it is reality vs BMS. The reality vs simulation problems are more the other stuff you talked about, pilot mentality, our relative lack of concern about the difference between blowing up and ejecting, etc.
Thinking about it though, it would have to be written pretty smartly to make it work for all aircraft. It might be much easier to make it hardcoded for the F-16, like the avionics are - despite my frequent comments about moving the avionics to be data rather than code and thus possible for other aircraft to take advantage of. Lot of different possible states when it comes to aircraft failures!
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Can I just interject a point here: I have never understood folks who have an issue in BMS and try to source an answer using the AF or original Falcon 4 manuals. That’s like trying to fix your BMW using a manual for a Ford. ……
I’d say it’s like trying to fix your current 7-series with a 1998 manual for a 3-series. The Ford manual would be using a DCS manual.
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There is a great guide for pit for blk50/52 by the 72ND squadron which they let me translate and use for e-HAF’s 320VFW.
it’s a PowerPoint of 300 pages and till now helped me and lots of newbs as it combines visual and explanation. What is great about it is that it flags switches that are not used or are partially implemented in BMS.
It’s a very good starting point.
If the guys at the 72 want they can give it public and it could be made full f-16 pit guide like adding more variants.
I thought of doing it in HTML and be dynamic and responsive like the manuals I work for FE and MC but it took me several years just to translate it. Thankfully a dear member (Archery) helped me and was able to finish the translation.
It really is a great guide. I believe you can find it easily in their (72ND) site.Στάλθηκε από το MI 5 μου χρησιμοποιώντας Tapatalk
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What is great about it is that it flags switches that are not used or are partially implemented in BMS.
Dash 1 does the same with the non implemented part covered in red in section 1
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Yes it does. Didn’t say it isn’t.
Στάλθηκε από το MI 5 μου χρησιμοποιώντας Tapatalk