BMS 4.34 Documents correction report
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Don’t know if this has been reported already…very minor:
In KTO Charts -> North Korea, the Sondok_airport.png file contains a plate image that is labeled HYON-NI.
Edit RD [Fixed]
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using the random fault, i encoutered the next fault on my last mission :
The AutoPilot stoped working, switches was non operational.
Checked it later at the TO-BMS1F-16CM-1.pdf :
Maybe needs to be updated.
Cheers
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Minor typo
BMS Technical Manual (Change 0)
13.8 Other Options, page 162
g_nKnobAccelerationDelta
Use SimHsiCourseInc, SimHsiCourseInc, SimHsiCourseDec, SimHsiHeadingInc, SimHsiHeadingDec SimAltPressInc, SimAltPressDec, SimHsiCourseDec, SimHsiHeadingInc, SimHsiHeadingDec, SimAltPressInc SimAltPressDec “normal’ callbacks for acceleration to work, not the By1 callbacks.
SimHsiCourseInc and SimHsiCourseDec both mentioned twice and out of order.
Not the most important change but might as well mention it
Edit RD [Fixed]
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Hi Red Dog, overall wonderful manuals, I am especially impressed with how well-written the Comms-Nav book is. It is obvious that it is written by someone who both flies F4 and has a knack for teaching in the sense that you know what newcomers struggle with at first.
A small request, if I may: When reading the manuals the bookmarks help a lot to overview and navigate back to a topic, but unfortunately not all .pdf documents have bookmarks. For instance, the “BMS-Manual.pdf” has bookmarks, but the “BMS-Comms-Nav-book.pdf” does not. When you get around to it, could you please add bookmarks to the manuals that miss it? Besides the Comms-Nav book, they are absent from “TO-BMS1F-16CM-34-1-1.pdf” as well.
Cheers,
jayb -
Dash -1
pg. 32 TypoBMS Key Callbacks for the ALG GEAR handle
Should be ALT GEAR
Edit RD [Fixed]
pg. 33
MAN - only programs 1 to 5 can be released manually by the pilot by using the CMS on the sidestick.
CMS forward releases whatever program is selected (1 to 4) through the PRGM knob. Program 5 can
also be released with the slap switch on the left side panel.This sentence seems a little misleading. Talking about CMS shouldn’t more clear to say that pilot can use program 1 to 4 with CMS forward and program 6 with CMS left (as reported also on the image on page 56)?
Hope i didn’t misunderstand
Edit RD [Fixed]
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BMS-Comm-Nav-book
page 14BLACK
Runway not usable for other reasons than ceiling and/or visibility minima.
Colour state “Black” precedes the current weather colour state.source: MILITARY AERONAUTICAL INFORMATION PUBLICATION GERMANY
found at: https://www.milais.org/publications.php
Regards Prot
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KTO Charts/Japan/Fukuoka Departure Toyota:
Header Row for APP/DEP:
‘297.2’ should be ‘279.2’Edit RD [Fixed]
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I’m doing the first training mission. I’m at the part of testing the EPU.The manual states:
To test proper EPU operation first cycle the EPU to OFF and back to NORM. With the mouse make sure you use a left-click to move it from NORM to OFF; a right-click would engage the EPU (now un-safed) which is to be avoided on the ground. The real reason is of no significance to us; hydrazine is extremely toxic.
I found that left clicking moves the EPU switch to on and left clicking moves the switch to off. I’ve done nothing to my mouse to make it behave inverted.
fwiw.
Edit RD [Fixed]This really confused me, coming as it does in Training, for people with little working knowledge yet and in a complex sequence (ramp start). If a lot of these fixes have already been made to the (current format) documentation, can they be posted somewhere please (unless I’ve missed it somewhere)?
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Training Manual.
Mission 17 IR Missiles
Page 153
Condition….“2 AIM-9M, 1AIM -9p”…
Page 160
17.4 The Mission
“You have 2 AIM-9M and 1 AIM-9P Sidewinders”In game you are given 3 AIM-9p
Loadout is fixedEdit RD [Already Fixed]
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Dash-1 page 20 (IFF Panel);
the following BMS Key Callbacks are listed on page 20, but do not appear in the BMS keyfile editor or keyfile:
SimIFFBackupM1Digit1_0(1,2,3,4,5,6,7)
SimIFFBackupM1Digit2_0(1,2,3)
SimIFFBackupM3Digit1_0(1,2,3,4,5,6,7)
SimIFFBackupM3Digit2_0(1,2,3,4,5,6,7)
Edit RD [Fixed] -
KTO Charts/South Korea/Kunsan/Kunsan_RDR_36.png:
Footer (bottom left):
‘ILS RWY 36’ should read ‘RADAR RWY 36’ to match HeaderEdit RD [Already Fixed]
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When are these fixes put in the manuals and what’s the best way to keep our manuals up to date?
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next 4.3X version.
3-4 weeks
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So, if I did a fresh install of 4.34 now i’d have to change all these fixes to the manuals myself?
Not complaining but just want the manuals up to date.
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Eh?
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Meh,
I already answered -
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I wanted to contribute, but I only found this…
BMS Comms & Nav manual ver 4.34. 02.2019 p. 25
Chances are that the ATC will detect-s- you closer to the next point and will correct its heading quickly according to your position.
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not wanting to appear lazy and not reading the whole thing…
BMS Comms & Nav manual ver 4.34. 02.2019
p. 32The important thing to know about your wingman+'s+ VHF radio plan is that beside+s+ the VHF frequency assignment now being depend-a-+e+nt and relevant to the callsign, corresponding presets are setup in the DTC.
p. 56
…, the instrument will be flagged with large red indicators to notify the pilot that the data received -are- +is+ not usable.
p. 74
I state +a+ warning that I have a thousand feet to go before level off.
Not quite sure if the correction suggestion is correct, it could just as well say, “I warn myself that I have a thousand feet to go before level off.”
p. 75
Because if the altitude remains the same, pressure (hi+gh+ pressure system in good weather and low pressure system in bad weather) is different and …
p. 94
Tacans in BMS correspond to both tacan and -vordme-+VORDME+ in real life.
In general, I think TACAN and VORDME should always be written in upper-case, which would be easy fixable with case sensitive search & replace.
p. 101
As said earlier, tacan approach-es- charts have a different header since some information such as ILS -are-+is+ not required.
p. 104
Bear in mind that holding areas may be quite -filled with airplane-+full of airplanes+ at different altitudes+,+ so fly it safe by remaining on track and at the assigned altitude.
p. 107
They will acknowledge your call and instruct you to switch to the approach frequency, which you should contact again prior to reaching the IAF.
The “IAF” is lost in the bottom right of the page. The MISSED APPROACH picture probably needs to be lowered a bit, so that the “IAF” can “return to its sentence”
All in all, I have to say that the passion of the author when it comes to instrument flying makes this chapter quite enjoyable to read.
Cheers
Wolfman