UOAF Codex - User contributions [en]

Communications and brevity

2018-12-02T16:17:02Z

Domestos: /* Brevity Code Masterlist */

[[File:F16-pilot.jpg||none|500px|left|]] 

== Learning Objectives ==
#Understand the correct syntax used when communicating between fighter aircraft.
#Learn the important brevity code words. 

= Learning Files =
* [http://www.krauselabs.net/dump/Us_Marine_Corps---Multi_Service_Brevity_Codes_Mcrp_3-25B.pdf MULTI-SERVICE BREVITY CODES PDF]
*[https://en.wikipedia.org/wiki/Multiservice_tactical_brevity_code Wikipedia Brevity Page]

= Basic Principles of Brevity =
* '''Know when to speak (and when to be silent).'''
Pilots should speak up when engaged either defensively (most important) or offensively, this is so the rest of the flight can adjust accordingly to help you out! When in a high-stress environment it becomes more critical that you allow other pilots to communicate their messages; don't be yapping about your speed and thus step on your flight who are trying to tell you they are in danger!
* '''Know what to say.'''
Pilots should try to get their point across with all the necessary information, avoiding unnecessary fluff. Avoid raising your voice as this tends to escalate the volume of communication and demoralise pilots under stress.
* '''Accuracy and clarity.'''
No-one will mind if you don't know all the brevity words used for every situation. Remain calm, speak clearly and don't clog up the comms!

==== Definitions ====
: '''Ship''': Single aircraft.
: '''Element''': Two ships working in tandem. This is the basic combat unit.
: '''Flight''': Two elements working in tandem. (Sometimes you can have three-ship flights).
: '''Package''': Two or more flights tasked with accomplishing a single mission.

====Types of radio messages====
There are two (main) kinds of messages: ''Advisories'' and ''directives''. 
An '''advisory''' is a message where you state what you are doing or intending to do. It is particularly important to remember if you're a flight lead or element lead to let other flights know when you're being engaged, or if you're engaging someone, or if you're running away from something.
Advisories do not need to be acknowledged, although they can be.

Examples:
* The flight lead can call out his altitude and speed when climbing from take-off to let his flight know if they’re going to fast or lagging behind.
* Giving an ''"IN"'' call when attacking a ground target.
* Giving an ''"Engaged defensive"'' call to the rest of the package if your flight finds itself engaged by enemy fighters.

A '''directive''' is an order to perform some action. They’re usually given by element-, flight-, or package leaders to their subordinates. However others can also give directives depending on the circumstances. E.g. you are supporting your element leader in a dogfight and you see a bandit about to fire on him, you would then direct your leader to "BREAK" in concert with you trying to gain a position to attack the bandit.

==== Responding to communications ====

'''Within the flight (VHF)''' when a flight lead gives a directive the''' entire flight must respond in correct form'''; this is done by giving your flight number and pilots most respond in ascending order (e.g. Cowboy 1-1: "Flight go trail" Cowboy 1-2: "TWO" Cowboy 1-3: "THREE" Cowboy 1-4: "FOUR"). This makes it clear for the flight lead to understand who has heard them and has intent to carry out the order. If someone is silent, it's OK to skip them and allow them to respond later, however the flight lead(s) will be the one to investigate any silence in comms.

When you are unable to carry out the order you should say "unable" and elaborate should the situation require it. In some situations you may find you are engaged offensive or defensive and can add this, i.e. "Viper 1-4 unable, engaged defensive". The amount of information you give should be reasonable; let the flight know if you're in a dogfight or defending missiles if they don't already.

'''Between flights (UHF)''', the flight lead will need to use the flight callsign as an identifier as multiple flights have access to this method of communication (e.g. "Falcon 1, Panther 2 we have entered the AO, looking for targets" "Panther 2, Falcon 1, roger that").

Whenever you start a message not directed toward others you start with your callsign. On package comms where everyone will hear you, you use your full callsign.

The flight does not need to respond to any informative calls (e.g. "Falcon 1 traffic 9 o'clock level) which differ from directive calls in that the flight is not being requested to take action but merely being given supplemental information to improve flight efficiency and cohesiveness.

Directives e.g. "Flight fence in" , "Element 2 go trail"

Informatives e.g. "My altitude, Angels 10" , "My TrackIR just f***ed up"

== Do's and Don'ts ==
DO speak up if you're in immediate danger!

DO give an "Engaged offensive" call followed by the BRAA or bullseye of the target when in a dogfight.

DO remain calm and speak clearly.

DON'T use "ground combat terms" for Flight Comms (e.g. "Lobo this is Panther, message", "Panther this is Lobo, go ahead, over." "Lobo, be advised you have bandits over the target area time now.", "Panther, we copy all, out.")

DON'T give informatives out during high-workload periods of flight (e.g. talk about your fuel consumption during a furball)

DON'T repeat communications. (e.g. "MAGNUM SA-2, I REPEAT, MAGNUM SA-2).

DON'T comply with a directive that is sure to kill you; you are the best judge of this.

DON'T clog up the communications with pointless information. (e.g. let other flights know about bandits 200 miles away over UHF OR repeatedly ask AWACS for picture)

DON'T use "over" or "out".

DON'T use "break" to signal a pause. Break is a brevity word to perform a rapid turn.

''These are not the same as the [[:Category:Official Documentation|UO SOPs]] or the [http://forums.unitedoperations.net/index.php/topic/15344-uoaf-sops UOAF SOPs], which are the rules of the community. You've read [[:Category:Official Documentation|the rules]], right?''

== Being a good Flight Lead ==
A good flight lead completes their mission and brings everyone home; to accomplish this it is their responsibility to utilize both elements and all pilots without micromanaging them heavily.

Flight Leads should endeavor to ensure understanding in the pilots in the briefing: pilots must understand the intent of the package and be aware of the threats they must deal with.

Flight Leads are the primary communicator for the flight with other flights in the package, it is their responsibility to update the package with the flight's status as appropriate. The Flight Lead should make sure other flights are aware of their presence (whether on ingress or egress from the target) to avoid collisions and blue-on-blue incidents, however, all pilots are expected to respond to RAYGUN calls over UHF and maintain general Situational Awareness of the rest of the package.

It is important in inter-flight communications that you'' identify your own flight '''second''''', as well as your flight number where appropriate. Communication to other flights does not need to be requested; Flight Leads just give their information accurately and clearly directly over UHF e.g.

{{green|"Panther 1, '''Lobo 2''' engaging bandits over steer 5, 20 thousand, nose hot".}}

In this example we see that''' Lobo 2''' is informing Panther 1 that they are committing to bandits over (a presumed shared) steerpoint 5, these bandits are at 20,000ft and are "nose hot" or turned towards''' Lobo 2'''. However, when asking for information it may be courteous to simply ask for a response e.g.

{{green|"Panther 1, '''Lobo 2'''"}}

Indicating that '''Lobo 2''' is requesting Panther 1 to respond, which they would do by saying the reverse:

{{red|"Lobo 2, '''Panther 1'''"}}

Some people may add "go" or "send it" or another addition in order to increase the ''clarity of the response'' by ensuring the other flight understands they are listening.

As a Flight Lead you need to ensure you control the flight's formation;'' ensure you don't fly too fast and create fuel problems for everyone trying to catch up!'' A Flight Lead should know the best formations for the situations that may arise spontaneously but generally formations are discussed during the briefing. The Flight Lead will make a directive to change formation when appropriate e.g.

{{green|"Cowboy 1 Go Trail"}}

If no formation call is briefed or directed, assume a Finger 4 formation is in affect.

The Flight Lead must also designate targets for the flight, when this luxury is available to them, the Flight Lead must manage the resources of the flight to ensure all aircraft remain combat effective for as long as possible. Don't be a hero and shoot off all your missiles for one kill, try to designate targets and keep those missiles for more pressing targets.

Other information the Flight Lead must consider communicating to their flight are: MUSIC (ECM jamming), changing steerpoints, calculated airspeed, flight altitude, equipment configuration, Air-to-Air TACAN, Datalink, etc.

== Brevity Code Masterlist ==
{| class="wikitable"
|-
! Term
! Meaning
|-
| '''ANGELS'''
| Height of FRIENDLY aircraft in thousands of feet mean sea level (MSL)
|-
| ARIZONA
| No ARM ordnance remaining. (HARMS for you BMS pilots)
|-
| AS FRAGGED
| Unit or element will be performing exactly as stated by the air tasking order (ATO).
|-
| '''BANDIT'''
| Identified enemy aircraft. Does not neccesarily imply direction or authority to engage.
|-
| BANZAI
| Informative or directive call to execute launch-and-decide tactics.
|-
| BEAMING
| Moving towards a target at a perpendicular angle OR close to radar gimbal limits.
|-
| (system) BENT
| System indicated is inoperative.
|-
| BINGO
| Fuel state needed for recovery (to RTB)
|-
| BIRD
| Friendly surface-to-air missile (SAM).
|-
| BLIND
| No visual contact with friendly aircraft / ground position. Opposite of VISUAL.
|-
| BLOW THROUGH
| Directive or informative call that indicates aircraft will continue straight ahead at the merge and not become anchored with target/targets.
|-
| '''BOGEY'''
| Radar or visual contact whose identity is unknown.
|-
| BOGEY DOPE
| Request for target information as requested or closest group in BRAA (with appropriate fill-ins).
|-
| BRAA
| Bearing Range Altitude and Aspect. Aspect only required if other than HOT.
|-
| BREAK
| Directive call to perform an immediate maximum performance 180-degree turn (or as directed) in the indicated direction. Assumes a defensive situation requiring infrared missile defense (IRMD).
|-
| BREVITY
| Radio frequency is becoming saturated/degraded or jammed and briefer transmissions must follow.
|-
| BROKE LOCK
| Advisory call regarding loss of radar/IR lock-on.
|-
| '''BUDDY LOCK'''
| Locked on to a friendly aircraft, often a response to SPIKE or BUDDY SPIKE. Generally a good idea if you identify yourself as well.
|-
| '''BUDDY SPIKE'''
| Friendly aircraft A-A radar track on the RWR, can be a response to RAYGUN or general advisory call. Generally a good idea if you identify yourself as well.
|-
| BUGOUT (with direction)
| Separation from that particular engagement/attack/operation; no intent to reengage/return.
|-
| BUSTER
| Directive call to fly at max continuous speed (Mil power).
|-
| CEASE FIRE
| Discontinue firing/do not open fire. Complete intercept if weapons are in flight. Continue to track.
|-
| CHECK
| (number, left/right) Turn (number) degrees left or right and maintain new heading.
|-
| CHERUBS || Hundreds of feet above ground level. (“CHERUBS 3” means 300 feet AGL)<ref>CHERUBS '''only''' means altitude above ground level, and is not to be used as a general codeword for hundreds of feet. Saying "ANGELS 20 CHERUBS 3" when meaning 20300 feet MSL is not allowed.</ref>
|-
| CHICKS
| Friendly aircraft.
|-
| CLEAN
| No sensor information on non-friendly aircraft of interest / no visible battle damage.
|-
| CLEARED
| Flight lead response: requested action is authorised.
|-
| CLEARED HOT
| Flight lead response: release of ordinance is authorised.
|-
| COLD
| Essentially means "turned away". Can be used as a direction or description e.g. "Bandit nose cold"
|-
| '''COMMIT'''
| Directive call to intercept.
|-
| CONTINUE
| Continue present maneuver; does not imply a change in clearance to engage or expend ordnance.
|-
| CONTACT
| Similar to TALLY, relating specifically to acquisition of target via radar.
|-
| COVER
| Directive/informative call to assume a supporting position that will allow engagement of a specified track or threat to the flight if required.
|-
| CRANK [left/right] || Turn as far as possible left or right while keeping the target on your radar
|-
| '''DEFENSIVE'''
| The speaker is under attack, moving defensively and unable to support others.
|-
| DELOUSE
| Directive call to detect, identify and engage (if required) unknown aircraft trailing friendly aircraft.
|-
| DOLLY
| LINK-4A/TADIL-C. Aka. "The data link" in BMS
|-
| DROP KICK
| Informative to the flight that an intentional deviation from any briefed action is being made.
|-
| DROPPING
| Informative call that a fighter has discontinued targeting responsibility.
|-
| ENGAGED
| Informative call used to establish engaged and support roles in the visual arena.
|-
| EXTEND (with direction)
| Short-term maneuver to gain energy, distance, or separation normally with the intent of reengaging.
|-
| FADED
| Radar contact (temporally) is lost on a non-friendly aircraft/surface contact and any positional information given is estimated.
|-
| FAST
| Target speed is estimated to be 600 to 900 knots ground speed/Mach 1 to 1.5.
|-
| FEET WET/DRY
| Flying over water/land.
|-
| FENCE IN || Directive to prepare your aircraft for battle. See UOAF SOP Section
|-
| FLASH (system)
| Temporarily activate specified system for identification purposes (e.g., IFF, afterburner, flare, or chaff).
|-
| FLOW [direction] || Turn to and fly in the designated heading
|-
| '''FOX'''
| A-A weapons employment (most should know this one already!) Fox One indicates a [[wikipedia:Semi-active_radar_homing|semi-active radar-guided]] missile (AIM-7), Fox Two indicates an [[wikipedia:Infrared_homing|infrared-guided]] missile (AIM-9) and Fox Three, indicating an [[wikipedia:Active_radar_homing|active radar-guided]] missile (AIM-120/AIM-54)
|-
| FURBALL
| Known bandits and friendlies in close proximity.
|-
| GATE
| Directive/informative call to fly as quickly as possible, using afterburner/max power.
|-
| GORILLA
| A large force of indeterminable numbers and formation i.e. a metric shit ton.
|-
| HIGH
| Target is between 25,000 and 40,000 feet MSL.
|-
| HOLDING HANDS
| Aircraft in visual formation
|-
| HOOK
| (with direction) Directive call to perform an in-place 180-degree turn.
|-
| HOSTILE
| A contact identified as an enemy upon which clearance to fire is authorized IAW the theater rules of engagement (ROE).
|-
| HOT
| Meaning "turned towards"; the opposite of COLD.
|-
| HOUND DOG
| I see something I want to shoot / I see the target you are referring to.
|-
| IN
| Informative call indicating a turn toward a known threat, may imply a request for information.
|-
| JINK
| Directive call to perform an unpredictable maneuver to negate a gun tracking solution.
|-
| JOKER || Prebriefed fuel remaining when you should start heading home
|-
| JUDY
| Aircrew has radar or visual contact of the correct target, only requires situational awareness information and the weapon director will minimise radio transmissions. In practice, this is an "I got this" call from the flight to an AWACS.
|-
| KILL
| Directive call to fire on designated target.
|-
| KNOCK-IT-OFF
| Directive call to cease air combat maneuvers/attacks/activities.
|-
| LEAN (with direction)
| Directive/informative call to maneuver in a direction to avoid the threat.
|-
| LOCKED (with position)
| Radar lock-on; correct targeting is not assumed.
|-
| LOW
| Below 10,000 feet MSL
|-
| MAGNUM || With direction and type of target. Anti-radiation weapon launched
|-
| '''MILLER TIME'''
| Informative call indicating completion of A-G ordnance delivery. Generally used by the last striker in conjuction with the egress plan. In practice, used by the package lead as an RTB call. <ref>"Ducks on a pond" is also used in BMS (and the best RTB call).</ref>
|-
| MARKING
| Friendly aircraft leaving contrails.
|-
| MARSHAL(ING)
| Establish(ed) at a specific point.
|-
| MERGE(D)
| Informative call that friendlies and targets have arrived in the same visual arena.
|-
| MUD || RWR indication of SAM or AAA radar
|-
| MUSIC
| Electronic radar jamming. E.g. "Flight, music on"
|-
| '''NAILS'''
| (with direction) RWR indication of radar in search. E.g. "Nails 29, left 10" (I have a MiG-29 on my RWR, from my nose left, 10 o'clock)
|-
| NAKED
| No RWR indications.
|-
| NO FACTOR || Not a threat
|-
| NO JOY
| No visual contact with target/landmark, opposite of TALLY.
|-
| NOTCH(ING)
|(Left/Right): Moving on a beam away from the target, usually done to support a radar-guided missile in order to reduce the closure rate whilst maintaining a radar lock.
|-
| OFF (with direction)
| Informative call indicating attack is terminated and maneuvering to the indicated direction.
|-
| OFFSET (with direction)
| Informative call indicating maneuver in a specified direction with reference to the target.
|-
| OUT
| Informative call indicating a turn to a cold aspect relative to the known threat.
|-
| OUTLAW
| Similar to Bogey but assumed hostile due to point of origin i.e. unknown aircraft flying from enemy airspace.
|-
| PADLOCKED
| Informative call indicating aircrew cannot take eyes off an aircraft or ground target without risk of losing tally/visual.
|-
| PID
|(Positive Identification) The ability to confirm the nature of a target (friendly hostile) via means that could include by radar or visually (through the TGP or with the MK1 eyeball).
|-
| PINCE
| Threat maneuvering for a bracket attack.
|-
| PITBULL
| AIM-120 missile has reached MPRF active range (gone active).
|-
| POP
| Starting climb for A/S attack OR Max performance climb out of low-altitude structure.
|-
| POSIT
| Request for friendly position; response in terms of a geographic landmark or off a common reference point.
|-
| PRESS
| Directive call to continue the attack; mutual support will be maintained. Supportive role will be assumed by the speaker.
|-
| PUMP
| A briefed maneuver to low aspect to stop closure on the threat or geographical boundary with the intent to reengage. Will be used to initiate a Grinder tactic.
|-
| PUSH
| Go to designated frequency, no acknowledgement required.
|-
| PLAYTIME
| Amount of time aircraft can remain on station.
|-
| '''RAYGUN'''
| Indicating a radar lock on unknown aircraft. A request for BUDDY SPIDE reply from friendly aircraft.
|-
| RESET
| Proceed to a pre-briefed position or area of operation (AO).
|-
| RIFLE
| Friendly A-G missile launch.
|-
| ROGER
| Indicates aircrew understands the radio transmission, ''DOES NOT INDICATE COMPLIANCE OR REACTION.''
|-
| ROLEX
| Time adjustment in minutes, references from the original planned time. Plus means later, minus means earlier.
|-
| '''SAM'''
| Visual acquisition of a SAM in flight or SAM launch, should include position and type if known.
|-
| SAUNTER
| Fly at best endurance.
|-
| '''SINGER''' (type with direction)
| Informative call of an RWR indication of SAM launch.
|-
| SKIP IT
| Veto of fighter commit call, usually followed with further directions.
|-
| SKOSH
| Aircraft is out of or unable to employ active radar missiles.
|-
| SLICE / SLICEBACK (LEFT/RIGHT)

SMASH
| Directive call to perform a high-G descending turn in the stated direction, usually 180-degree turn.

A brand of instant mashed potato, popular in the UK
|-
| SORT
| Directive call to assign responsibility within a GROUP; criteria can be met visually, electronically (radar), or both.
|-
| SPIKE
| (with direction) RWR indication of an AI threat in track or launch.
|-
| STRIPPED
| Informative call that aircraft is out of briefed formation
|-
| TALLY
| Sighting of a target. Opposite of NO JOY.
|-
| TUMBLEWEED
| Indicates limited situational awareness, NO JOY and BLIND. A request for information.
|-
| '''UNABLE'''
| Cannot comply as requested or directed (preferably with reason if possible).
|-
| UNIFORM
| UHF/AM radio.
|-
| VAMPIRE
| Hostile antiship missile launch.
|-
| VICTOR
| VHF/AM radio.
|-
| VISUAL
| Sighting of a FRIENDLY aircraft or ground position. Opposite of BLIND.
|-
| WEEDS
| Indicates that aircraft are operating close to the surface.
|-
| WHAT LUCK
| Request for results of mission or tasks.
|-
| WHAT STATE
| Report amount of fuel and missiles. Ammunition and oxygen are reported only when specifically requested or critical. "Weapon state" and "Fuel state" also used at UOAF.
|-
| '''WILCO'''
| Will comply (with received instructions).
|-
| WINCHESTER
| No ordinance remaining.
|}

=Final Reminders=

For a "complete" list of brevity terms, see '''OPERATIONAL BREVITY WORDS, DEFINITIONS, AND COUNTERAIR (AFTTP 3-1.1).pdf''' in the ''/docs/Operational Manuals/'' folder of your Falcon install.
:
==== ABCs ====
When communicating, especially in a combat situation, remember the ABCs of radio protocol:

'''Accuracy'''

Make sure what you are saying is accurate and think about what you need to say before you broadcast.

'''Brevity'''

Be brief and use brevity terms as much as possible. In a hectic situation there’s a lot of information that needs to be transmitted and processed, and only one person can talk on the radio at a time.

'''Clarity'''

Speak clearly and slowly enough that other people can understand you. The last part is particularly important if you’re not a native english speaker or speaking to a non-native speaker.

=Video Examples=
A few video examples of brevity in-game:

<embedvideo service="youtube" dimensions="400">https://www.youtube.com/watch?v=IgdzvQ-YBng</embedvideo>
<embedvideo service="youtube" dimensions="400">https://www.youtube.com/watch?v=zT1Dn91c9Zw</embedvideo>
<embedvideo service="youtube" dimensions="400">https://www.youtube.com/watch?v=Yknk7uO51UU</embedvideo>
<embedvideo service="youtube" dimensions="400">https://www.youtube.com/watch?v=PTtsCXTHHNU</embedvideo>

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T12:21:30Z

Domestos: /* Landing with Gear up or unsafe */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

== Loss of controlled flight ==
This is actually very hard to do in an F-16 due to the Fly by wire system at the heart of the aircraft. It is possible to get into a DEEP STALL. In this state the FBW system is actually fighting against you and you will need to override it to survive.

Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.

CONTROLS release

THROTTLE MIL if in Afterburner

If you are inverted:

RUDDER Opposite yaw direction

If still out of control:

MPO Switch (keypad o) OVRD and hold it

STICK Cycle in Phase

Cycle in Phase means when the plane pitches down, move the stick forward and when the jet pitches up, move the stick back. Imagine you are trying to rock the plane off a ledge.

You will hopefully come out of the stall and slowly gather airspeed and control. You will have to pitch down to accelerate and you may need more than 6000ft to achieve this. Be aware of your altitude and be prepared to eject if you're too low. Do NOT release the MPO switch until you are confident that the Jet has recovered.

The F-18 in BMS is not covered here but you should familiarize yourself with it's performance envelope as it stalls much more readily than the F-16 if abused.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

=== Exceeding g-limits or airspeed for stores ===
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
[[File:FTIT.PNG|thumb|The FTIT indicator is found on the RIGHT Instrument stack. The Engine rpm indicator is just above it.]]
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut. In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.
[[File:Flameout.PNG|centre|frameless|610x610px]]

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD, If you’re on fire EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
[[File:Backup 01.PNG|centre|frameless]]
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.
[[File:Backup 02.PNG|centre|frameless]]
In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.
[[File:Frontpan.PNG|centre|frameless|587x587px]]
Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)
[[File:Leftpan.PNG|centre|frameless|344x344px]]
When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist:

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch Tank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. O pen (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T12:20:38Z

Domestos: /* Radio failure */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

== Loss of controlled flight ==
This is actually very hard to do in an F-16 due to the Fly by wire system at the heart of the aircraft. It is possible to get into a DEEP STALL. In this state the FBW system is actually fighting against you and you will need to override it to survive.

Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.

CONTROLS release

THROTTLE MIL if in Afterburner

If you are inverted:

RUDDER Opposite yaw direction

If still out of control:

MPO Switch (keypad o) OVRD and hold it

STICK Cycle in Phase

Cycle in Phase means when the plane pitches down, move the stick forward and when the jet pitches up, move the stick back. Imagine you are trying to rock the plane off a ledge.

You will hopefully come out of the stall and slowly gather airspeed and control. You will have to pitch down to accelerate and you may need more than 6000ft to achieve this. Be aware of your altitude and be prepared to eject if you're too low. Do NOT release the MPO switch until you are confident that the Jet has recovered.

The F-18 in BMS is not covered here but you should familiarize yourself with it's performance envelope as it stalls much more readily than the F-16 if abused.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

=== Exceeding g-limits or airspeed for stores ===
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
[[File:FTIT.PNG|thumb|The FTIT indicator is found on the RIGHT Instrument stack. The Engine rpm indicator is just above it.]]
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut. In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.
[[File:Flameout.PNG|centre|frameless|610x610px]]

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD, If you’re on fire EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
[[File:Backup 01.PNG|centre|frameless]]
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.
[[File:Backup 02.PNG|centre|frameless]]
In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.
[[File:Frontpan.PNG|centre|frameless|587x587px]]
Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)
[[File:Leftpan.PNG|centre|frameless|344x344px]]
When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch Tank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. O pen (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T12:17:43Z

Domestos: /* Landing with Gear up or unsafe */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

== Loss of controlled flight ==
This is actually very hard to do in an F-16 due to the Fly by wire system at the heart of the aircraft. It is possible to get into a DEEP STALL. In this state the FBW system is actually fighting against you and you will need to override it to survive.

Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.

CONTROLS release

THROTTLE MIL if in Afterburner

If you are inverted:

RUDDER Opposite yaw direction

If still out of control:

MPO Switch (keypad o) OVRD and hold it

STICK Cycle in Phase

Cycle in Phase means when the plane pitches down, move the stick forward and when the jet pitches up, move the stick back. Imagine you are trying to rock the plane off a ledge.

You will hopefully come out of the stall and slowly gather airspeed and control. You will have to pitch down to accelerate and you may need more than 6000ft to achieve this. Be aware of your altitude and be prepared to eject if you're too low. Do NOT release the MPO switch until you are confident that the Jet has recovered.

The F-18 in BMS is not covered here but you should familiarize yourself with it's performance envelope as it stalls much more readily than the F-16 if abused.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

=== Exceeding g-limits or airspeed for stores ===
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
[[File:FTIT.PNG|thumb|The FTIT indicator is found on the RIGHT Instrument stack. The Engine rpm indicator is just above it.]]
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut. In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.
[[File:Flameout.PNG|centre|frameless|610x610px]]

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD If you’re on fire, EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
[[File:Backup 01.PNG|centre|frameless]]
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.
[[File:Backup 02.PNG|centre|frameless]]
In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.
[[File:Frontpan.PNG|centre|frameless|587x587px]]
Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)
[[File:Leftpan.PNG|centre|frameless|344x344px]]
When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch Tank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. O pen (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T12:16:37Z

Domestos: /* Radio failure */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

== Loss of controlled flight ==
This is actually very hard to do in an F-16 due to the Fly by wire system at the heart of the aircraft. It is possible to get into a DEEP STALL. In this state the FBW system is actually fighting against you and you will need to override it to survive.

Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.

CONTROLS release

THROTTLE MIL if in Afterburner

If you are inverted:

RUDDER Opposite yaw direction

If still out of control:

MPO Switch (keypad o) OVRD and hold it

STICK Cycle in Phase

Cycle in Phase means when the plane pitches down, move the stick forward and when the jet pitches up, move the stick back. Imagine you are trying to rock the plane off a ledge.

You will hopefully come out of the stall and slowly gather airspeed and control. You will have to pitch down to accelerate and you may need more than 6000ft to achieve this. Be aware of your altitude and be prepared to eject if you're too low. Do NOT release the MPO switch until you are confident that the Jet has recovered.

The F-18 in BMS is not covered here but you should familiarize yourself with it's performance envelope as it stalls much more readily than the F-16 if abused.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

=== Exceeding g-limits or airspeed for stores ===
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
[[File:FTIT.PNG|thumb|The FTIT indicator is found on the RIGHT Instrument stack. The Engine rpm indicator is just above it.]]
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut. In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.
[[File:Flameout.PNG|centre|frameless|610x610px]]

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD If you’re on fire, EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
[[File:Backup 01.PNG|centre|frameless]]
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.
[[File:Backup 02.PNG|centre|frameless]]
In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.
[[File:Frontpan.PNG|centre|frameless|587x587px]]
Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)
[[File:Leftpan.PNG|centre|frameless|344x344px]]
When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch T ank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. O pen (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T12:12:18Z

Domestos: /* Engine failure in flight */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

== Loss of controlled flight ==
This is actually very hard to do in an F-16 due to the Fly by wire system at the heart of the aircraft. It is possible to get into a DEEP STALL. In this state the FBW system is actually fighting against you and you will need to override it to survive.

Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.

CONTROLS release

THROTTLE MIL if in Afterburner

If you are inverted:

RUDDER Opposite yaw direction

If still out of control:

MPO Switch (keypad o) OVRD and hold it

STICK Cycle in Phase

Cycle in Phase means when the plane pitches down, move the stick forward and when the jet pitches up, move the stick back. Imagine you are trying to rock the plane off a ledge.

You will hopefully come out of the stall and slowly gather airspeed and control. You will have to pitch down to accelerate and you may need more than 6000ft to achieve this. Be aware of your altitude and be prepared to eject if you're too low. Do NOT release the MPO switch until you are confident that the Jet has recovered.

The F-18 in BMS is not covered here but you should familiarize yourself with it's performance envelope as it stalls much more readily than the F-16 if abused.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

=== Exceeding g-limits or airspeed for stores ===
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
[[File:FTIT.PNG|thumb|The FTIT indicator is found on the RIGHT Instrument stack. The Engine rpm indicator is just above it.]]
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut. In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.
[[File:Flameout.PNG|centre|frameless|610x610px]]

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD I f you’re on fire, EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
[[File:Backup 01.PNG|centre|frameless]]
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.
[[File:Backup 02.PNG|centre|frameless]]
In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.
[[File:Frontpan.PNG|centre|frameless|587x587px]]
Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)
[[File:Leftpan.PNG|centre|frameless|344x344px]]
When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch T ank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. O pen (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

File:Leftpan.PNG

2017-03-19T11:56:53Z

Domestos:

File:FTIT.PNG

2017-03-19T11:56:40Z

Domestos:

File:Frontpan.PNG

2017-03-19T11:56:26Z

Domestos:

File:Flameout.PNG

2017-03-19T11:56:11Z

Domestos:

File:Backup 02.PNG

2017-03-19T11:55:56Z

Domestos:

File:Backup 01.PNG

2017-03-19T11:55:43Z

Domestos:

Emergency procedures

2017-03-19T11:49:46Z

Domestos: /* Exceeding g-limits or airspeed for stores */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

== Loss of controlled flight ==
This is actually very hard to do in an F-16 due to the Fly by wire system at the heart of the aircraft. It is possible to get into a DEEP STALL. In this state the FBW system is actually fighting against you and you will need to override it to survive.

Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.

CONTROLS release

THROTTLE MIL if in Afterburner

If you are inverted

RUDDER Opposite yaw direction

If still out of control

MPO Switch (keypad o) OVRD and hold it

STICK Cycle in Phase

Cycle in Phase means when the plane pitches down, move the stick forward and when the jet pitches up, move the stick back. Imagine you are trying to rock the plane off a ledge.

You will hopefully come out of the stall and slowly gather airspeed and control. You will have to pitch down to accelerate and you may need more than 6000ft to achieve this. Be aware of your altitude and be prepared to eject if you're too low. Do NOT release the MPO switch until you are confident that the Jet has recovered.

The F-18 in BMS is not covered here but you should familiarize yourself with it's performance envelope as it stalls much more readily than the F-16 if abused.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

=== Exceeding g-limits or airspeed for stores ===
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut. In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD I f you’re on fire, EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.

In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.

Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)

When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch T ank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. O pen (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T11:48:46Z

Domestos: /* Systems */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

== Loss of controlled flight ==
This is actually very hard to do in an F-16 due to the Fly by wire system at the heart of the aircraft. It is possible to get into a DEEP STALL. In this state the FBW system is actually fighting against you and you will need to override it to survive.

Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.

CONTROLS release

THROTTLE MIL if in Afterburner

If you are inverted

RUDDER Opposite yaw direction

If still out of control

MPO Switch (keypad o) OVRD and hold it

STICK Cycle in Phase

Cycle in Phase means when the plane pitches down, move the stick forward and when the jet pitches up, move the stick back. Imagine you are trying to rock the plane off a ledge.

You will hopefully come out of the stall and slowly gather airspeed and control. You will have to pitch down to accelerate and you may need more than 6000ft to achieve this. Be aware of your altitude and be prepared to eject if you're too low. Do NOT release the MPO switch until you are confident that the Jet has recovered.

The F-18 in BMS is not covered here but you should familiarize yourself with it's performance envelope as it stalls much more readily than the F-16 if abused.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

== Exceeding g-limits or airspeed for stores ==
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut. In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD I f you’re on fire, EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.

In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.

Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)

When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch T ank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. O pen (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T11:22:46Z

Domestos: /* To do */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

== Exceeding g-limits or airspeed for stores ==
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing 
<nowiki>*</nowiki> Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut.
In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD If you’re on fire, EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.

In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.

Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)

When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch Tank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. Open (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T11:22:07Z

Domestos: updated

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.

=To do=
*Exceeding g-limits or airspeed for stores
*Engine damage
*Engine failure in flight
*FLCS failure
*Radio failure
*Nav failure
*HUD failure
*Gear failure

== Exceeding g-limits or airspeed for stores ==
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.
[[File:Loadout.PNG|thumb|Loadout screen showing G and KIAS limits.]]
Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

'''If you exceed these limits it’s likely that you will break something''' your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

'''Actions on hearing the dreaded graunching sound or on suspected over-g/speed:'''

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

=== Engine damage ===
You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

=== Engine failure in flight ===
Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.
It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing 
<nowiki>*</nowiki> Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut.
In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is:

=== Flameout Landing ===
BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

Check PFD If you’re on fire, EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear Down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

=== Radio failure ===
As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.

In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

You can transmit on the UHF Guard frequency by putting the MNL PRESET GRD switch to GRD.

=== Nav failure ===
Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

=== HUD failure ===
The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.

Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

=== Gear failure ===
Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)

When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

=== Landing with Gear up or unsafe ===
From the checklist

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch Tank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. Open (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

Land gently at a relatively flat attitude and pray.

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the [http://forums.unitedoperations.net/index.php/topic/27686-id-like-to-nominate-force-for-the-distinguished-flying-cross/ UOAF Forum]. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on.

Hoo-aah as I believe the Americans say :-)

{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]

Emergency procedures

2017-03-19T10:52:22Z

Domestos: updated

File:Loadout.PNG

2017-03-19T10:41:26Z

Domestos:

Emergency procedures

2017-03-19T10:36:02Z

Domestos: /* To do */

Emergency procedures

2017-03-18T22:37:18Z

Domestos: Undo revision 3980 by Domestos (talk)

Emergency procedures

2017-03-18T22:25:58Z

Domestos: /* To do */

[[File:Exploding_f16.png||none|300px|left|]]

In BMS there are no random failures of your jet. This is a good thing. The bad thing is there is a complex system of inter-related faults and problems that can arise when you either A: get shot, or B: do something stupid.

=Learning objectives=
#Learn how to recognize faults
#Know how to avoid faults
#Recover from stalls
#Use an emergency checklist

=Learning files=
*BMS 4.33 Dash 1 SECTION III (p168)
*BMS-Training.pdf mission 7 (p62) and mission 9 (p78)
* [https://www.youtube.com/watch?v=Rv9YC-gaNYo F-16 Loss of Control, Test Pilot on Yaw Departure]

=Emergency situations=

The most common problems caused by battle damage will be loss of one or more navigation systems, or damage that reduces the capability of your engine. You should familiarise yourself with the various backup systems available, not only in the jet but on the ground in terms of TACAN frequencies, alternative landing fields etc.

There are 3 basic rules to be followed in any in-flight emergency:
*Maintain aircraft control
*Find out what is wrong
*Land as soon as the situation dictates

This can happen on ingress to a mission and mean you will need to abort. This is a tough call but there’s no point in nursing a half dead aircraft into a situation where you can’t effectively defend yourself or your partner. You should RTB as soon as possible. You should not RTB alone, your wingman will accompany you and keep an eye on you.

==Systems==
[[File:Cockpit.png|thumb|right|F-16 cockpit]]
The warning/caution system is made of different subsystems:
*Warning lights (amber lights on the eyebrows)
*MASTER CAUTION (press to reset amber light on the left eyebrow)
*Caution lights (yellow lights on the right auxiliary console caution panel)
*PFLD (Pilot Fault List Display - small screen on the right auxiliary console accessed with the F-ACK button on the left eyebrow)
*Maintenance Fault List
*VMS (Voice Message System – aka Bitching Betty)
*HUD messages

The Master caution light will come on to alert you to a condition. It means: look at your caution panel now. Do not just press the Master caution light, it will not clear the fault.

The subject of Emergency procedures is huge and the pilot should work through the material provided with the sim to gain a proper understanding. I will attempt to cover the most common problems you will encounter and explain how they can be dealt with.
*Exceeding g-limits or airspeed for stores
The things you hang off your jet will have an effect on it’s performance. You will not be able to achieve full speed and the G’s you can pull will be limited. A light load of Air to Air weapons will not have much effect, but an aircraft loaded to the max with bombs will be noticeably limited.

Before the mission you should refer to the bottom right of your loadout screen

and note the Max and Min G limit and the Max and Min IAS (indicated airspeed) and Mach.

If you exceed these limits it’s likely that you will break something your bomb fuzes may fail, or your pylon stations may pack in and you will not be able to use your ordnance. In the sim you will hear ominous groaning sounds if you go too fast or pull too many g’s. Note that the negative G number in particular is very small. Be especially careful when flying NOE or “bunting” the nose down as it doesn't take much to break something.

Actions on hearing the dreaded graunching sound or on suspected over-g/speed:

Look at the PFLD. Any stations that are damaged will be listed there. There are 9 available stations, the display will say either SMS STAx DEGR or SMS STAx FAIL. You must cross reference with your SMS page on the MFD and work out what’s hanging on the damaged station. If it’s your bombs, then there’s a good chance they won’t come off or won’t go bang.

You could consider flying as escort for the rest of your package or RTB. If it’s your A/A stores you need to think about your survivability in an engagement. Either way, inform your flight lead immediately so they can come up with a plan.

''' 
'''

If you are hit or take a near miss from AAA or a SAM you may suffer one or more of the following:

Engine damage

You will not develop full power, your reheat may not work and you may put out large amounts of black smoke. If this happens

Check that you are not on fire! Observe the warning lights and Master Caution, Ask your partner for a visual check.

In BMS if you are on fire, it’s time to eject.

If you’re not on fire jettison external stores and head for home. You should try and gain altitude if practical in order to prepare for the next possibility, which is:

''' 
 
'''

Engine failure in flight

Firstly, Your documents folder in Falcon BMS contains not only the manuals for the jet which you should study but also several checklists. These should be available to you at all times and you should refer to them whenever needed. The following procedures are based on those checklists.

''' 
'''

It is possible to restart your engine in flight. The procedure differs slightly depending on engine RPM.

If RPM is 25-50% AND FTIT (Fan Turbine Inlet Temp.) is below 700c
{|
|The FTIT indicator is found on the RIGHT Instrument stack. The Engine rpm indicator is just above it.
|}
''' 
'''

Simply reduce throttle to IDLE

Toggle the Idle detent* (ALT-i)

Advance throttle to around half-way.

Check RPM increasing.

''' 
'''

If RPM is below 20% AND FTIT (Fan Turbine Inlet Temp.) is below 700c

Move throttle to IDLE

Ensure you are below 20000 feet and slower than 400 Knots IAS

Move the JFS Switch to START2

''' 
'''
{|
|The JFS Start switch is on the ENG & JET START PANEL Left hand side of pit behind throttle.
|}
''' 
'''

Watch for an RPM rise

Toggle the Idle detent* (ALT-i)

Check RPM increasing

''' 
'''

<nowiki>*</nowiki> Depending on your throttle hardware you may have an idle detent built in. If this is the case you don’t need the shortcut.

''' 
'''

In either case:

If your engine responds normally, continue. If not, prepare for the next possibility which is

''' 
'''

Flameout Landing

BMS-Training.pdf Mission 7 covers this scenario. You should train for it or when it happens you will almost definitely crash.

''' 
'''

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. The pattern can be entered at any point provided the next key altitude can be reached.

HIGH KEY: 1/3 down the landing runway at 7000 – 10000 feet.

LOW KEY: abeam rollout point on final at 3000 – 5000 feet.

BASE KEY: midpoint of the turn from downwind to final no lower than 2000 AGL.

''' 
'''

You should fly your jet at an AOA of 6 degrees. This will ensure you are at the correct glide speed for your configuration. Be careful not to exceed 50 degrees bank with gear up and 55 degrees with gear down or you will drop like a greased stone.

Once again, refer to your Emergency Checklist to survive this situation.

''' 
 
'''

Check PFD If you’re on fire, EJECT

Stores JETTISON

EPU Switch ON

Air source knob RAM

Glide AOA 6 Degrees

Radio TWR Declare emergency

Gear down

ALT Gear Pull if required

FLARE reduce to 160 knots at touchdown

''' 
'''

Brake straight ahead and do not turn off the runway. If your engine is out, you will have limited stopping and steering. It would be uncool to crash AFTER you had successfully landed.

''' 
 
 
'''

Radio failure

As well as the normal radios in your F-16 there is a backup system. The CNI knob is located on the AUX COMM Panel and toggles between the Up Front Controller ( the ICP, DED and MFD’s) and the BACKUP radio’s.

In the BACKUP position you can tune to a TACAN manually and Tune your UHF radio. You also have Backup IFF but Hellhound would have to kill you if it worked. Note that all VHF frequencies in BMS have a UHF equivalent. If your VHF radio is out you can still communicate on UHF. It is wise to know the tower frequency and the UHF 17 frequency in use. (currently UHF 17 is 359.300 Mhz) You can tune the Backup UHF radio on the Backup UHF Panel.

The MNL PRESET GRD switch controls how the frequency is determined. In BMS the PRESETs are fixed and may not correspond to the Data Cartridge freq. It is better to switch to MNL and use the rotary knobs above to input a discrete frequency.

''' 
 
'''

Nav failure

Using the system mentioned above, you can also tune a TACAN channel using the controls on the AUX COMM Panel when the CNI knob is in BACKUP. You can navigate using the HSI Between your legs if using TACAN.

HUD failure

The HUD, or Heads up display offers a huge amount of information depending on the Master mode selected at any one time. It’s a vital aid for navigation. However if you lose the HUD you are not dead yet.

Most HUD information is mirrored elsewhere in your Jet. Practice turning the HUD off and get used to flying on these instruments.

''' 
 
'''

Gear failure

Your gear position is indicated by the GEAR POSITION INDICATOR (Duh)

When your gear is down you’ll have 3 green lights. When the gear is in transit, OR HAS FAILED TO LOCK IN POSITION there is a red warning light in the Gear handle. Should your gear fail, there’s a checklist for that!

''' 
'''

LG Handle DOWN

Airspeed 190 MAX (IF POSS)

Alt Gear Handle PULL

If gear indicates SAFE (3 GREENS) LAND NORMALLY

If gear not safe PREPARE FOR GEAR UP LANDING

''' 
'''

In reality you could try to shake the gear loose by rocking the jet but this isn’t modelled in BMS.

Also the Alt Gear system use hydraulic pressure system B and so does the Nose Wheel Steering. Don’t count on being able to steer if you do land other than limited differential braking.

''' 
'''

LANDING WITH GEAR UP OR UNSAFE

''' 
'''

From the checklist

''' 
'''

Consider ejecting

Retain empty fuel tanks and racks (forms a cushion)

Armament Jettison (prevents big explosions)

TANK Inerting switch Tank Inerting (reduces pressure in the fuel system)

AIR REFUEL SW. Open (reduces pressure in the fuel system)

FCR off (reduces radiation risk)

ST STA/ HDPT/ECM power off (reduces electrical fire risk)

''' 
'''

Land gently at a relatively flat attitude and pray.

''' 
 
'''

The above is just a distillation of a very complex subject. Emergencies should be trained for and anticipated. The BMS Training Missions and Checklists should be studied. It’s a good feeling to shack the target and come home, but If you beat the odds and RTB in a bent jet through calm and considered actions you will feel 100 times better. Refer to this story on the UOAF Forum. Notice that procedures were followed and teamwork was used. Professionalism and teamwork meant that that pilot lived to fight on. Hoo-aah as I believe the Americans say :-)

<nowiki> </nowiki>{{Nav UOAF}}

[[Category:UOAF]]
[[Category:UOAF: BMS Codex]]