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F-15 TRAINING MANUAL

Ver: BMS 4.37.4.1

Date: 28 June 2024
BMS F-15C TRAINING MANUAL
4.37.4.1
FOREWORD
The purpose of this manual is to document the training missions in BMS 4.37. These training missions are separated
into 5 groups. Initially only basic handling, navigation will be covered more will be added at a later time

• Basic handling and navigation.

• Advanced handling and avionics.

• Weapon employment.

• Advanced navigation.

• Air to Ground Operations. (Coming soon)

You can fly the F-15C and the F-15D which uses the full fidelity cockpit, however the F-15E still uses the F-16 avionics.

This document is not intended to explain how the BMS aircraft systems and in-game functions work in detail.
For that purpose, you have four important document sources:

1. The F-15 and its systems are explained in the TO 1F-15C-1 BMS (Dash-1)
(Docs\02 Aircraft Manuals & Checklists\02 F-15C).

2. Non-nuclear weapons and Avionics are explained in the TO 1F-15C-34-1-1 BMS (Dash-34)
(Docs\02 Aircraft Manuals & Checklists\02 F-15C).

3. Navigation procedures are explained in the BMS Comms-Nav-Book (/Docs/00 BMS Manuals).

4. The BMS User Interface is explained in the BMS User Manual (/Docs/00 BMS Manuals).

The purpose of the BMS Training Manual is to link those four documents mentioned before with specific training
scenarios, tying the documentation together with the amount of knowledge you need to master each training mission.

Whenever appropriate, we will refer to those documents to streamline your information input and avoid duplication of
content available elsewhere.

If you are 100% new to Falcon BMS, please check the “WELCOME” document (/Docs) first to achieve the optimal learning
experience and guideline.

We will similarly refer to the F-15 checklists and theater charts that are also available in your Docs folder.
We suggest you print them out or put them on your mobile device, so you have them handy when you first start to fly
BMS.

Since BMS 4.36 we reworked and revised much of the content and modified most of the training missions.
Readers familiar with the document versions prior to and including BMS 4.35U3, will notice that some content has been
deleted/heavily edited/completely reworked and/or is 100% new. The rationale for these revisions is that this content is
already part of the other BMS documents mentioned above. These revisions reduced some chapter sizes resulting in a
streamlined learning experience.

The Falcon BMS 4.37 changelog presented to you on the Falcon BMS website gives a good overview about all new
features. Even for experienced users it is worth reading through all documentation again and re-flying all of the training
missions.

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BMS F-15C TRAINING MANUAL
4.37.4.1
1. Whenever you need to stop the mission to read part of this document (or any other document),
use the freeze mode (Shift+P). The difference between pause and freeze is the ability to use the avionics while
in freeze mode; you can’t when you are in pause mode. The downside is that the clock continues ticking. So, if
you need to meet a time sensitive objective avoid freeze mode.

2. We will not always refer to keystrokes as you may not be using the default keyfile.
Therefore, it is the responsibility of the reader to correlate the function with the relevant keystroke.

3. We will assume that you use a realistic HOTAS layout; we will refer to HOTAS functions where appropriate by
their name on the F-15 throttle and stick: Castle, Multifunction, Paddle Weapon Switch and not necessarily the
keystroke.

4. Some settings of your aircraft at mission start depend on your callsign.ini file. These settings cannot be
controlled by the TE designer. To overcome this issue, we use scripts at the beginning of training missions
which start in the air. Some aspects such as your MFD setup can’t be set by the scripts. Therefore, you will
have to set up some avionics on your own using your best judgement. The training scripts are automatically
applied and transparent for the user. You do not need to enable the ‘Enable Training Script’ checkbox to get
them to work.

5. Different air forces have different SOPs (Standard Operating Procedures) and therefore what you will read
here is only one method of learning the jet. What you know may differ and that is accepted. The goal here is to
document one possible method.

6. All changes in this document are new to U4 thus lines will not be included.

COPYRIGHT STATEMENTS

Falcon BMS is a community mod developed and published by Benchmark Sims for use with licensed copies of Falcon 4.0.
Unauthorized rental, sales, arcade use, charging for use, or any commercial use of this mod or part thereof is prohibited.

This mod is for non-commercial use only.

This mod was created by Benchmark Sims with the permission of Microprose Software Pty Ltd.
This mod and all included content are in no way affiliated with Microprose Software Pty Ltd.
© 2003-2024 Benchmark Sims. All rights reserved.

Falcon is a registered trademark of Tommo Inc.

Falcon Collection and Falcon 4.0 are published by Microprose Software Pty Ltd.
Microprose and the Microprose logo are trademarks or registered trademarks.
© 2024 Microprose Software Pty Ltd. All rights reserved.

The manufacturers and intellectual property right owners of the vehicles, weapons, sensors and other systems represented in Falcon BMS in no way
endorse, sponsor or are otherwise involved in the development of Falcon BMS.

The BMS Training Manual is published by the BMS Docs team.

Unauthorized rental, sales, charging for use, or any commercial use of this manual or part thereof is prohibited.
This manual is for non-commercial use only.
No reproduction of this manual or part of this manual (except printing for your own personal use) is allowed
without the written permission of the BMS Docs team.

© 2003-2024 Benchmark Sims. All rights reserved.

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BMS F-15C TRAINING MANUAL
4.37.4.1
Table of Content
FOREWORD ............................................................................................................................................. 2
MULTIPLAYER FLYING AND TRAINING ....................................................................................................... 5
SETTING UP BMS FOR THE TRAINING MISSIONS ........................................................................................ 5
PART 1: BASIC HANDLING ......................................................................................................................... 7
MISSION 1: GROUND OPS (TR_BMS_F-15_01_GroundOPS) .................................................................... 8
1.1 Preparation ............................................................................................................................................................ 9
1.2 Loading the DTC “Click Dance” (Data Cartridge) .................................................................................................. 10
1.3 Welcome to Gunsan! ........................................................................................................................................... 12
1.4 Warning, Caution Light Panel ............................................................................................................................... 13
1.5 Before starting the Engine ................................................................................................................................... 14
1.6 Fault management at Ramp Start ........................................................................................................................ 15
1.7 Starting the Engine & Systems ............................................................................................................................. 15
1.8 Avionics and Countermeasures setup .................................................................................................................. 21
1.9 Taxi
1.10 Takeoff Emergencies .......................................................................................................................................... 26
1.12 Takeoff ............................................................................................................................................................... 27
MISSION 2: BASIC NAVIGATION (TR_BMS_F-15_02_Navigation) .......................................................... 32
2.1 In-Flight Emergencies .................................................................................................................................... 33
2.2 The Mission ................................................................................................................................................... 37
MISSION 3: LANDING (TR_BMS_F-15_03_Landing) .............................................................................. 43
3.1 Landing Emergencies .................................................................................................................................... 44
3.2 Landing Straight-in ........................................................................................................................................ 49
3.3 Overhead landing .......................................................................................................................................... 52
3.4 Taxi back and shutdown the jet .................................................................................................................... 55
ATTACHMENTS ...................................................................................................................................... 56
II. BREVITY CODES .................................................................................................................................... 56
BIBLIOGRAPHY ....................................................................................................................................... 56
GLOSSARY.............................................................................................................................................. 57

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BMS F-15C TRAINING MANUAL
4.37.4.1
MULTIPLAYER FLYING AND TRAINING
To get the most out of Falcon BMS, flying in multiplayer with other humans it strongly encouraged. While it’s important
to start in singleplayer to get a feel for the aircraft, systems and BMS user interface, don’t delay enjoying this simulator
with other players in the way it was intended to be played! Teamwork and communication are essential to the fighter
pilot mentality.

The following training missions are a great way to start your BMS journey and learn F-15 avionics, weapons, and basic
tactics. These missions will prepare you to employ the aircraft in multiplayer with old and new friends alike.
Where Falcon BMS shines is the multiplayer experience and the community itself which is always helpful and interested
to onboard new users and bring them up to speed. However self-learning and research will go a long way when it
comes to the steep learning curve. Whilst the BMS manuals are a one-stop-shop for all the information you need, other
resources are available to assist you in your learning journey. BMS tutorials are abundant on YouTube and online
communities can be helpful starting places, just be sure to search the manuals (Ctrl+F) before asking basic questions
online. A display of aptitude and good attitude goes a long way to solidify your status as a ‘good dude or dudette’
online. Take your time and enjoy the process, we were all beginners at some point and everyone’s learning should
happen at their own pace.

Besides hundreds of BMS online squadrons (click here for a squadron overview) there are also other non-squadron
communities like Falcon Lounge, Falcon Online , Veterans Gaming or Falcon Events where you will find people you can
learn from and fly with.

SETTING UP BMS FOR THE TRAINING MISSIONS

The training missions are accessed through the Tactical Engagement (TE) part of the BMS user interface (UI). By default,
the leftmost tab named TRAINING is selected so you will see the list of missions available. Click on a mission and more
windows will appear on the right side of the user interface. The bottom right corner windows give a very short summary
about the selected TE. Click the COMMIT button to launch the TE.
Mission may have many flights that are not what you want to fly. Your pilot will automatically take the first seat available,
the flight lead’s position, but you can take any seat according to the mission setup. When you join a mission make sure
to choose the one that you want to fly. For these training missions make sure to choose the F-15 flight. The missions will
open with a stopped clock. Even though most of the training missions start in the air, there will still be time for flight
planning because of the stopped clock. When you are ready you may either leave the clock at stopped or set it to x1 then
click the TAKEOFF button on the
bottom right of the UI to launch
to 3D.

You may need to set up BMS

correctly for the training
missions to work as intended.
From the UI select the SETUP
button. It defaults to the
SIMULATION tab which is what
we need. Confirm that your
pilot has been selected.
We believe that you should
train the way you intend to
fight. Therefore, we suggest
you select ACE skill level and
ensure that the following
options are checked:

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BMS F-15C TRAINING MANUAL
4.37.4.1
• Flight model: Accurate (mandatory)

• Air Refueling: Realistic

• Padlocking: At your discretion

• Invulnerability: At your discretion

Invulnerability can be a very useful training aid. Don’t feel bad about enabling it for training purposes. It will lower your
realism rating but that is not a problem.

We advise you to record all your training flights with the on-board ACMI. When you get into the cockpit your first action
should be to start an ACMI recording. At the end of the training flight, you can review your flight with either the built-in
BMS ACMI reader or Tacview, which is available for free and compatible with BMS.

Please note that BMS has a pilot model in the cockpit. The leg and torso of the pilot may prevent you from seeing all the
cockpit switches easily. For the training missions, we advise you to deactivate the pilot model from the GRAPHICS page
of the SETUP UI (option PILOT MODEL) under CANOPY CUES. Alternatively, you may leave it activated in the UI but toggle
it ON and OFF in the cockpit with Alt+C release and P.

Also, if you have trouble understanding English ATC, we advise you to enable subtitles from the SETUP UI.

If there is more help setting up controls or graphics, please reference the manual and YouTube for words of wisdom
that should be able to steer you in the right direction. Now that you are familiar with how to set up BMS, it is time to
start your BMS Training!

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BMS F-15C TRAINING MANUAL
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PART 1: BASIC HANDLING

There are dedicated F-15 training missions. Scroll down to the bottom of the list and you should see the F-15 training
missions. You will fly a series of 3 training missions around Gunsan airbase in Korea in a F-15D. It’s a two-seater F-15
and you will be in the front seat.

You can fly these 3 training missions one after the other without leaving the cockpit. Although there are 3 different
missions which you can select (Ground Ops, Navigation & Landing), the 3 training missions all use the same TE, but each
starting in different times in the mission. When you complete the content of the first part (Ground Ops) you can continue
to the second part (Navigation) without going back to the UI but if you want to start in the air, you can choose the
(Navigation) training mission. The training scenario will end at the end of Mission 3 (Landing), when you land the F-15
back at Gunsan.

Alternatively, you can concentrate on just one at a time, then quit and continue later from the next section.
The 3 missions have the same initial setting:

AIRBASE: Gunsan RKJK – RWY 18/36 - 075X – ATIS: 120.225 – Ground: 273.525 – Tower: 292.3 –
Departure & Approach: 292.65

CALLSIGN/
PACKAGE: Eagle 1-1 (single ship) / Package 2075

AIRCRAFT: F-15D Clean configuration

GW: 26531 lbs
Fuel: 15455 lbs
Drag Factor: 1.0
Max G: +9/-3
Max speed: AC

WEATHER BRIEF: RKJK INFO: B 010055Z 320/13KT 9999 FEW050 9/ -1 Q1010 NOSIG.

FAIR weather, few clouds at 5000 feet, winds 320°/13 knots, temperature 18°C, dew point 02°C, altimeter 1010 (2983),
no significant changes.

LEARNING OBJECTIVES:

Mission 1: Ramp start, taxi and take-off.

Mission 2: Basics of navigation: INS and TACAN.
Mission 3: Land and shut down the jet.

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BMS F-15C TRAINING MANUAL
4.37.4.1

MISSION 1: GROUND OPS (TR_BMS_F-15_01_GroundOPS)

TAKEOFF OPTION: RAMP

Time: Make sure to stop the clock with the drop down on the right side next to the
time by changing it to STOP if not selected already. If on x1 the time will continue to
run creeping closer to your take off time giving you less time to start up.

Please Note: you need to select the F-15D flight in the left window of the and take
the seat with a left click on the aircraft symbol so your callsign appears (refer to the
picture on the right).
By default, the system will put you always in the first seat available. If there is more
than one flight, make sure you are seated correctly when multiple flights are listed.

LOCATION: “Tree Area”, Gunsan Airbase, Parking position 72

CONDITION: Aircraft cold, canopy open. You have just been strapped in the jet by
your Crew Chief.

LEARNING OBJECTIVES: This is not a replacement for the checklists, please follow
the checklists for a more complete process. This document is only to get you started.
Prepare the jet for taxi by conducting a full ramp start. Taxi out to the EOR. Line up
and take off. Level out at 5000 feet.

Eagle 1-1

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BMS F-15C TRAINING MANUAL
4.37.4.1
1.1 Preparation
Before entering the cockpit, make sure you understand the cockpit arrangement and avionics.
The Dash -1 (Systems) and Dash -34 (Avionics) (Docs\02 Aircraft Manuals & Checklists\02 F-15C) will provide you with all
information needed to become sufficient to become familiarized with the F-15. It will take time to understand the details
and capabilities of all systems. Perform little steps, one after another and try to avoid getting (task) saturated. BMS has
a steep learning curve. Things will come in due time.

F-15C cockpit layout and panels

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BMS F-15C TRAINING MANUAL
4.37.4.1
In addition to the Dash documents, we recommend using the F-15C checklist under
(Docs\02 Aircraft Manuals & Checklists\02 F-15C\F-15C Checklists) for all procedures.

Execute your procedures as described in the BMS F-15C Checklist. The checklists were created to follow so please use
them as references by printing or downloading to a mobile device to have them available during your training. To get
familiar with the manuals and checklist layout, you find a “WELCOME” document located in the main docs folder.

Most F-15 procedures likely will be new to most being that the Eagle is a new aircraft being developed in BMS.
But with every new release, additional features may have been introduced that require different inputs or procedures.
Again, we suggest you read through all documents and checklists and scan for changes (all changes are marked in the
document with colored lines). Fly the following training missions again to appreciate the improvements to fidelity
incorporated in the latest BMS version.

1.2 Loading the DTC “Click Dance” (Data Cartridge)

Once you have selected your desired flight and seat in the UI, there is one last step necessary before joining 3D.
The purpose of the DTC is to provide all data created during mission planning and load it into the aircraft systems to
include radio frequencies, IFF codes, Link 16, steer lines and Threat Circles. Please refer to the User Manual (Chapter 5)
for more information about the DTC.

The following procedure (also called “Click

Dance”) is valid for all missions and 1
2
campaigns, either in single player or
multiplayer:

1. Open the DTC Tab in the BMS UI in

the box on the right or at the
bottom. 3
2. Click the “Comm” tab.
3. Click “Comm Plan”.
4. Click the “IFF” Tab.
5. Click “IFF Plan”.
6. Click “Link 16” tab
7. Click “L16 Plan”
8. Then click “Save” 4

Now you are set and ready for the mission.

Click on “Takeoff” in the lower right corner
and wait till the clock is running to “T- 5
00:20:00”. BMS will by default start each
Ramp selection 20 minutes before takeoff
(if not set otherwise). Before every
mission before you press take off be sure
6
to perform the click dance especially if the
clock is running. The IFF codes may change
due to time progression.

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8
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BMS F-15C TRAINING MANUAL
4.37.4.1
Airbases have multiple UHF and VHF frequencies. Comm 1 or UHF uses by default for Ground Ops (1), Ground (2), Tower
(3) and Approach/Departure (4) Check In (5) and Tactical (6). Reference the Comms Nav Manual located in Falcon BMS
4.3X\Docs\00 BMS Manuals for more information. By default, DTC assigns common UHF presets to these frequencies
according to your home airbase. Ground Ops is always preset #1, Ground is always preset #2, Tower is always preset #3
and Approach/Departure is always preset #4. Please note: Approach and Departure are often on the same frequencies
in real-life too.

Nevertheless, knowing the actual frequency is

advised and these frequencies are published
in the usual pilot references (AIP, charts). You
can use preset or discrete frequency,
whichever you prefer.

The way to communicate with AI or human

pilots in your flight also changed with the
latest radio code update. The first flight in the
package will usually be assigned COMM 2
preset #15, the second #16, third #17 and so
on. AI (Wingmen, ATC, AWACS, Tanker, JTAC)
will only be able to communicate with you if
you are on the same frequency, just as in real-
life.
If you see a wingman comm menu entry not
highlighted, you’re not on the correct
frequency to communicate with them.

At the bottom of the screen, you will see

briefing, which is where you can find your objective, take off time, time on target, weather frequencies and much more.
The briefing will document the COMM plan. It is now a mandatory item of the flight briefing.

The first boxed line below is your flights frequency where you can talk to your AI using Comm 2 Channel 15 and your
human wingman when you are online. The other frequencies are for your Comm 1 (UHF) to talk to people outside of
your flight.

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BMS F-15C TRAINING MANUAL
4.37.4.1
1.3 Welcome to Gunsan!
Once you are in 3d, you will find yourself in a shelter at Gunsan airbase. Gunsan is in the western hemisphere of South
Korea and is the home of the 8th Fighter Wing, also called the “Wolf Pack”.

You will be spawned at the “Tree Area”. For better orientation, you find the Airport chart for Gunsan airport in the
/Docs/03 KTO Charts/01 South Korea/Gunsan folder. Let’s have look on the chart:

As you can see above, the “Tree Area” is located south of the airport (red marking). You will be spawned at parking
position 0. The active runway is 36. To verify where you are located exactly, use the Airport Parking chart for RWY 36
(“Gunsan_APC_RWY36.png”) to find your spawning point.

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BMS F-15C TRAINING MANUAL
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1.4 Warning, Caution Light Panel

WIP

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BMS F-15C TRAINING MANUAL
4.37.4.1
1.5 Before starting the Engine
As mentioned before, we recommend you execute all F-15 related starting procedures via the BMS checklists.
Those checklists can be found in your documentation folder under (Docs\02 Aircraft Manuals & Checklists\02 F-15C \F-
15 Checklists). In addition, we have all checklists for normal procedures included in the BMS 3D kneeboards (see in the
picture below). There are two hotspots per kneeboard side which you can control with your mouse wheel and/or key file
callbacks:

One smaller area in the upper right corner and one bigger area one in the center of the kneeboard

The default pages feature “NORMAL PROCEDURES” checklists on the right knee and KTO maps, navigation data and threat
tables on the left knee. Before you start with the ramp start, follow the “COCKPIT INTERIOR CHECKS” as a part of your
pre-engine startup procedure. When finished, the next step would be the “AFTER COCKPIT CHECK IS COMPLETE– VERIFY”
checks. Once finished, move on to the “BEFORE STARTING ENGINE” section. We will go into detail now about this part of
the startup procedure.

The pilot model can block some panel views. To deactivate it you can either through use the UI option (SETUP > GRAPHICS)
or in 3D with the default keystroke of ALT+C then P. toggling your pilot model.

1.5.1 Hot Brakes

WIP

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BMS F-15C TRAINING MANUAL
4.37.4.1
1.6 Fault management at Ramp Start
Since BMS is an in-depth simulator, certain systems are modelled not only to be functional, but also to have a malfunction
and effect other subsystems. Before starting the engine/systems, we need to have some ground school done first.

Remember that the given information in this document doesn’t contain all information about systems, avionics,
procedures, etc. We focus on the most practical knowledge to improve your experience in BMS.
The Dash-1, Dash-34 and the BMS checklists accommodated the ultimate data about all F-15 related aspects.

When faced with emergencies, it is crucial to exercise sound judgment in determining the most appropriate course of
action. When feasible, communicate your issues and proposed corrective actions to your fellow flight members.

There are three fundamental rules to be applied in all emergency situations:

1 Maintain aircraft control

2 Analyze the situation and take corrective action
3 Land as soon as the situation dictates

ENGINE

The engines have a possibility of failing due to an abnormal start of the engine due to a few things that you must pay
attention to during the startup process. This includes oil pressure, engine temperature and RPM.

Hot Start
Hot start can occur at start up due to either lack of oil pressure in the affected engine where monitoring the oil pressure
gauge would give you an indication of low pressure and quick increase in engine FTIT to above 1000°C

Hung Start
Hung starts occur when the RPM has stopped increasing below idle and the FTIT is stabilized at less than 300°C

No Start
No starts occur when the RPM does not increase above zero after throttle is place in idle

3.7 Starting the Engine & Systems

Moving on to the right console

1. Change your air source knob to both on the temperature control panel on the
right console to make sure your avionics have cooling. Then on the Engine panel
there are switches that control your starter, engines, and main generator power
without any of these on you will not be able to conduct your engine start. Notice the
L and R indicating left and right. When you are wanting to start a certain engine make
sure that all of the correct switches are on. First turn on the Starter switch to on.
Now you are ready to start the JFS with a right click over the handle. Once ready the
green ready light will illuminate on the Engine Panel. Let’s start with the right engine
by flipping the right Engine Master Switch to the on caged position. Then turning the
Right GEN and the Right ENG CONTR switch on. Then do the same for when you start
the left engine.

NOTE: If you start your JFS before switching the starter to on your JFS will spool back
down and you must recharge your JFS by pressing “T” to get into the Tower menu.

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BMS F-15C TRAINING MANUAL
4.37.4.1
2. On the right side you will be able to see a gray handle that moves outboard to the side wall. In the opening you can
click to start the motor to bring the canopy down.

3. Mapping the finger lifts to a button on your throttle or knowing the default will help in the engine start process of the
F-15C. The defaults for Left Finger lift is Alt+Insert and the Right finger lift is Alt+Page Up, this will need to be pressed to
start the rotation of your engines.

NOTE: Once you press the finger lift it takes about 20 seconds for you to see the spool start to rise so
be patient because it is not instantaneous. If the RMP does not move, verify your engine master
switch.

• Once your JFS is online (green ready light) press the right finger lift to start the engine spool
process.

• After about 20 seconds the RPM of the right engine will start to climb and once above 24%
move the right throttle to the idle position introducing fuel to the engine to finish the starting
process.

• Engines should spool up and around 35% and your respective HYD should build and around 45% your respective
generator should come online.

• FTIT should increase to around 850C° then decrease to about 500°C at idle. If you see FTIT rising at an alarming
rate or go above 1000°C you are encountering a hot start; immediately pull the throttle back to CUTOFF and let
the FTIT decrease.

With the engine running steadily you can check the remaining engine gauges such as fuel flow (700-1100 PPH), nozzle
position (greater than 94%), FTIT (usually below 500°C but never above 800°C), HYD A & B pressure (at the 12 o’clock
position) and 3 green gear lights. Do the same for the other engine.

4. Now that your engines are up and running, need to continue with the start up. At this point it is a great time to make
sure that your ECS is in both, so your avionics have cooling and will not overheat. Check that your engine ramps are in
the auto position, anti-ice as required, and canopy is closed if desired.

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BMS F-15C TRAINING MANUAL
4.37.4.1
5. After Engine Start, verify that you are in ADI mode by checking the front panel to the right of
your attitude indicator then move back to the forward right part of the cockpit you will find your
Oxygen panel. Click on the green switch from the OFF position to the ON middle position to ensure
oxygen will flow to your mask when
needed. Now we shall set up our
lights and our navigation systems.

Lights are work in progress, so they have basic functionality in the photo below pressing 1, 2 and 3 will turn on your lights
for more information please reference the TO 1F-15C-1 BMS Manual.

Moving on to the Nav Control Panel located on the right console panel in the cockpit. This is where you align your
navigation equipment. Now set the aft knob to GC and the forward knob to PP. Then press the ready button (lights should
illuminate) followed by pressing enter to initiate your alignment process. Following the timeline below you shall see the
ALN illuminate at the top of the Nav Control Panel.

• After 60sec - End Coarse - solid ALN light

• After 120sec - End partial - 1Hz flash ALN light

• After 240sec - full - 4Hz flash ALN light

After 240 seconds your ALN will flash quickly meaning that you are fully aligned.
You first need to switch the aft knob to the INS position, then press ENTR on the
numpad to confirm the alignment, then press RDY to extinguish the numpad to
avoid any inadvertent entries. This completes your alignment.

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BMS F-15C TRAINING MANUAL
4.37.4.1
Now that you are aligned you can now start turning on your systems

• MPCD – Moving the knob from the off position to the night or day position (See
photo)

• DTM Page (Read DTC) – Go to DTM page on the MPCD and select Read DTM (See
Photos below)

• HUD – Rotate the symbol knob clockwise to turn on the HUD

• ICS – Right aft on the TEWS Panel turn on the ICS switch

• RWR – On the TEWS Panel turn on the RWR switch

• EWWS – On the TEWS Panel turn on the EWWS switches

• Radar – Left Console turn on your radar from off to standby to allow it to perform a BIT and warm up

• CMD Mode – Right console turn your CMD to standby or as required

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BMS F-15C TRAINING MANUAL
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6. Before you start taxiing you should check a few things to
make sure everything is working properly.

• Set your radios to COMM 1 Channel 2 and the briefed

COMM 2 channel 15 – 19 will be 15 for this mission
but you are the only one in the flight so there is not
one to talk to. In the photos to the right there is a
Chan switch that can be used to set the appropriate
channel. Also don’t forget the volume knobs

• Fuel Quantity - Check

• Slipway door – Check if planning on air refueling

• Flight controls – Move around to make sure your surfaces move correctly

• Nav Control – Knob is in INS if not already

• Set altimeter

• Ejection Seat – Armed

• Taxi Light - On

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4.37.4.1
7. Taxiing and before takeoff checks are your last chances to make sure that
everything is good to go before you take off. There are a few things that need
to be checked and verified for you can get rolling down the runway. More
information on the Radar Panel is in the -34 on page 46.

• Radar – STBY then OPER when applicable Boxed to the right

• Ejection Seat – Check Armed

• Flaps – Down

• Canopy Closed

• Pitot Heat – On (switch animated but not implemented at this time)

8. The up/down position of the pilot seat can be adjusted with a switch on the left-side wall just
outboard the throttles.
You may adjust the position at any time, but this is a good moment to set it as desired.

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4.37.4.1
1.8 Avionics and Countermeasures setup
Your engines should be started by this point. Now it is time to set up the
aircraft’s avionics, RWR and countermeasures.

1. Moving down to the right console near your right hip turn on your
Tactical Electronic Warfare System (TEWS) on the control panel the ICS
switch provides power to the Internal Countermeasures Set AN/ALQ-135.
The next three switches are SET -1/-2/-3 represent different frequency
bands but for now all bands are linked. RWR switch provides power to the
RWR AN/ALQ-56C. For more information reference the -34 page 73 for
more information.

2. Just aft of the TEWS panel there is the CMD panel and controls
your countermeasure dispenser and enable modes to the ALE-45
dispenser set. The DISP SEL selects the type of CM that will be used
both is the norm selection. Mode selector is to select what mode
the CM will be in these functions the same way as in the F-16. The
normal position is SEMI AUTO.

3. Moving to the left side of the cockpit just outboard of your

exterior lights panel you shall find the EW panel that controls your
electronic warfare. Move the RWR/ICS switch to combat which is
implemented for now. The Pods switch is not implemented. As for
the ICS it functions the same as in the F-16 as stated below

STBY XMIT 1 (ECM is in AUTO AVIONICS PRIORITY mode)

AUTO XMIT 2 (ECM is in AUTO ECM PRIORITY mode)
MAN XMIT 3 (ECM is in ACTIVE JAM mode)

4. Going aft and inboard you will find the VOL panel just aft of Radio.
This is where your volumes are adjusted. The first knob on the left
under TEWS controls the threat volume and the missile volume.
Headset intercom volume is controlled by the ICS knob in the
center. Then the radio 2 volume knob on the far right.

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4.37.4.1
The ramp start is now complete.

Arm your ejector seat and apply toe-brakes or set parking brakes and ask the ground crew to remove the chocks via the
ATC menu (t 2). The ATC menu has 7 pages relevant to Ground, Tower, Approach and Departure, Common Carrier and
Contingencies. Pages are toggled with subsequent (t) presses. Available options are highlighted with a corresponding
number. Hitting the relevant keyboard alphanumeric keys will select that option and close the ATC menu.
The menu can also be closed with the ESCAPE key.

Note that since 4.36 the comms windows can be now positioned anywhere on your 3D window using your mouse.

There are a few things left to do to finish this training mission. To be ready to taxi and go to the next mission you need to
first get the QNH (local pressure setting), the winds and the active runway from the ATC. All this is done through the ATC
menu you just opened. You can ask for each item of information separately from the Common page of the ATC menu or
use the ATIS (Automated Terminal Information Service).

Each airbase has an ATIS VHF frequency. Gunsan ATIS is 120.225. However, the F-15C does not have a way to tune to a
VHF frequency. This frequency is an automated weather broadcast. If you need winds, altimeter and active runway ask
Tower with t x 6 ‘t t t t t t 1, 5 or 4’.

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4.37.4.1
1.9 Taxi
Your ramp-start is completed, and you are ready to taxi. ATC will provide information about the expected taxi time on
UHF 2. This is an informal message and does not require confirmation by the flight lead on UHF. This call doesn’t indicate
that you have clearance for taxiing yet. Always wait for ATC to give you clearance. Normally you should be ready no later
than 6 minutes before the fragged take-off time.

Since 4.37 you get detailed information about where you are
located at each airbase when you are entering 3D.

You get information about the parking spot number (see on the right: “PK 72”) as well as the taxiway you are located at
(“TWY A”) and which runway is active (“RWY 36”). Use the Airport Parking Chart “APC” to verify where you are located.
Please note that this info is only visible when you installed your chocks.

The Crew Chief just removed the chocks and gave you a salute. From now on the jet is yours and you must bring it back
in one piece. Check that the aircraft is all green and you have no warning lights, caution lights or the MASTER CAUTION
light on.

The first thing to do is to ask Gunsan ground for clearance to taxi. The ATC usage is explained in the
BMS Comms-Nav-Book. Refer to: Part 1: The BMS Air Traffic Control. We recommend having your charts for Gunsan
handy as well. The chart usage is explained in the BMS Comms-Nav-Book. Refer to: Part 4: Falcon BMS Chart Review.

Set your nose gear light to: TAXI. External lighting settings are as follows:
PROCEDURE SCENARIO Taxi Light FORMATION ANTI-COLL POSITION

TAXI DAY – Good weather Taxi OFF ON 1

The initial call is quite important because it places your aircraft in the ATC queue and the ATC will light up the ALS (Airport
Lighting System) and keep them on as long as you are in the queue. It is especially critical at night to have lights on to
guide you on your path. In a multiplayer environment only, flight leads talk to ATC no need for the wingman to request.
This will only complicate the traffic pattern in the air and on the ground. There are other aircraft taking off so you might
have to wait for a few flights to taxi before you can.
Once you receive ATC clearance to taxi, move the jet forward and out of the parking spot. Move the throttle forward a
notch to unstick the wheels and once the aircraft is moving pull the throttle back to IDLE. A lightly loaded jet may move
forward even at idle power.
The first thing to do is test the wheel brakes. Gently tap the toe brakes and confirm the nose dips and the aircraft slows
down. The aircraft steers on the ground with the rudder pedals. The Nose Wheel Steering is always active in the F-15
being that there is no indicator you just have to know it is always active unless held off by the paddle switch on the
stick. To turn left depress the left pedal, to turn right depress the right pedal. If you do not have a rudder installed you
may use the rudder left and rudder right keystrokes (, and.), or there is an option in the CONTROLLER > ADVANCED UI
page to allow the sidestick to steer the aircraft on the ground (check the ENABLE ROLL-LINKED NWS).
In the early days of training, it is not always easy to know where the aircraft will spawn on the airbase and therefore it’s
not always easy to know which direction to go to taxi to the active runway. The airport diagram should help to plot your
route to the holding point.

All BMS charts are located in the Docs\03 KTO Charts folder of your BMS install.

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4.37.4.1
In a multi-ship scenario, your lead may instruct you to taxi scattered to shorten the taxi sequence. In that case, each
aircraft should taxi on opposite sides of the taxiway centerline.

The taxi out to EOR SOUTH, which is the holding point for RWY 36, is not very long. The main challenge of taxiing is to
avoid a hot brakes situation. Brakes can become very hot if overused. This may lead to wheel fires or blown tires.
One should taxi slowly and avoid constant brake use. It’s better to manage the throttle correctly rather than to have a
too high setting and then needing to brake often. Maximum groundspeed might change from one country to another and
according to the peace/war situation, but generally you should stay below 25 kts in straight lines and 10 kts in turns.

Arriving at EOR south, park your jet away from the taxiway so you can perform your take-off checks.
Gunsan EOR areas have been modified so that waiting aircraft point away from the airbase, which makes it easier to
check the approach end of the runway before lining up. There are 6 parking spots available. As flight lead always pick the
closest slot to the runway that is available. This will trigger the ground controller to switch you to the tower controller. If
you aren’t told to switch you are too far away from the runway. This can be solved after the EOR checks when taxiing to
“Hold short” area.

EOR (End of Runway) checks might sound superfluous in a simulation, but in an intensive scenario where AI aircraft may
slow the taxi-out to the runway it makes sense to taxi early and wait as close to the runway as possible. By taking the
parking spots away from the taxiway you allow enough room for the AI to pass without disturbing them. It’s also a good
spot to complete anything in the checklists that you did not do at ramp.

Once parked at the EOR (see picture above: red arrows marking your taxi route), set your nose gear light to: OFF.
External lighting settings at EOR are as follows:

PROCEDURE SCENARIO Taxi Light FORMATION ANTI-COLL POSITION

TAXI DAY – Good weather On OFF ON 1

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BMS F-15C TRAINING MANUAL
4.37.4.1
The correct parking position for each aircraft at the EOR (if available) is shown below. The nose wheel touches the edge
of the EOR. The yellow area is the arm/de-arming area for the ground crew.
Since 4.37, we have detailed EOR procedure charts in your docs folder which show you the arm- and de-arming route for
each EOR.

Upon arriving at EOR, the Ground Controller will call you and instruct you to switch to the Tower frequency. You don’t
have to do it right away; it’s at your discretion whenever you are ready. You may elect to first do your EOR checks.

The aircraft systems are unable to give you the wind speed and direction while the aircraft is
on the ground. To plan your take-off properly you should be familiar with surface winds.
Monitor local conditions by listening to the ATIS (319°, 13 knots gusting 22 kts) but as
illustrated in the picture below, look at the windsocks at each runway end of all airbases (their
location are marked on the airport charts as well). A quick look at these should give you the
wind direction and approximate speed. The Tower Controller will also advise you of wind
conditions when you are cleared for take-off.

Once you have completed the “before take-off” checks, switch to Gunsan Tower
(remember you have already been cleared to switch frequency).
Input 292.3 or use preset #3 in COM1 and let the Tower know you are ready for take-off via
the ATC menu tower page (t t 1).

The Tower will then instruct you to hold short runway 36, line up and wait, or clear you to take-off.

Once you are leaving the EOR and taxiing to hold short, set your nose gear light to: LANDING.
External lighting settings at EOR are as follows:

PROCEDURE SCENARIO LDG LIGHT FORMATION ANTI-COLL POSITION

TAXI DAY – Good weather On NORM ON 1

Those settings remain the same till you are land in mission 3 and entering the EOR again.

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4.37.4.1
1.10 Takeoff Emergencies
WIP

1.10.1 Abort / Rejected Takeoff

Typically, with the F-15's short take-off distance capability, aborting a take-off should not pose a challenge unless there
is an issue with directional control, such as a blown tire. Optimal outcomes result from making an early decision to abort.
Whether aborting before or after rotation, careful consideration of multiple factors is essential: remaining runway length,
runway conditions (wet or dry), availability of barriers, and the aircraft's gross weight, among others. In many cases, it
may be preferable to proceed to a high or low-key position after rotation and address the emergency during flight.
Contemplation of aborting after rotation should occur only if reaching a key position in flight is not feasible.

During an abort, throttle should be retarded to idle, and maximum ANTI-SKID wheel braking should be applied with full
pedal pressure while maintaining directional control. Once the nose wheel is on the ground, apply maximum braking
effort, including full aft stick, fully opened speed brakes, and maximum wheel braking. Nose Wheel Steering (NWS) should
only be engaged if maintaining directional control becomes problematic.

If the runway is equipped with arrestment cables, deploy the hook, and engage the cable as close to the runway centerline
as possible. Note that all three wheels must be on the ground for the cable to work.

It is advisable to follow the hot brakes procedure after any abort, as taxiing post-abort increases the likelihood of hot
brakes.

1.10.2 LG Fails to Retract

If the landing gear handle warning light persists after moving the handle up, it indicates that the landing gear or landing
gear doors are not fully retracted. In BMS, this may be a result of over speeding the jet with the gear down (>305
knots). In such a case, promptly reduce speed to below 300 knots and return the gear handle to the down position.

If the landing gear deploys normally, prioritize landing as soon as possible. Avoid attempting to retract the gear, as this
may cause additional damage and hinder further gear extension.

If the landing gear does not indicate down, further reduce speed to below 190 knots and utilize the emergency gear
extension handle. Note that Nose Wheel Steering (NWS) is not available after an emergency gear extension.

Once the gear indicates it is down and locked, seek visual confirmation (if flying multiplayer) and proceed with a normal
landing. Utilize differential braking for directional control if available.

If the gear still indicates it is unsafe, apply alternating G forces (-1.0 to +3.0G) to attempt to free the locked landing
gear.

Consider landing with the landing gear unsafe or up or opt for ejection. If landing is inevitable, divert to a runway with
minimal crosswind, retain wing fuel tanks (if carried), jettison all armament and centerline stations (if possible). Ensure
wing fuel tanks are empty and reduce gross weight by burning fuel. If immediate landing is necessary and wing fuel
tanks cannot be emptied, jettison them after depressurizing the wing tanks by opening the AR door.

Switch off the Radar, CM and ECM. Execute a low-angle approach at 19 units AoA, setting the throttle to CUTOFF
immediately before touchdown.

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4.37.4.1
1.11.3 Blown Tire on Takeoff
N/I WIP

1.12 Takeoff
Line up on the active runway magnetic heading (referenced on the charts). If you are a single
ship like in this flight, you will use the centerline, otherwise, your position will depend on
how many aircraft there are in your flight and on the briefed departure type. Normally, the
flight lead lines up on the 'downwind' side of the runway.

Please note: the ATC code instructs AI to take-off in 2-ship elements by default, but you may
instruct them to line up as a 4-ship with either #3 or #4 in the slot. Your position as lead
should always be downwind to avoid the wind pushing your aircraft into the path of your
wingmen.

Stop the aircraft with the toe brakes and make a quick final check of engine gauges and for
any caution or warning lights. Check the runway QFU (magnetic heading), the IFF master
knob to NORM and lower your visor.

Taking off seems a relatively easy task. Notice the photo to the right. As you increase the
throttle, hold the paddle switch to disable your nose wheel steering. NWS should be
deactivated as your speed tape comes alive around 60 knots, use your NWS with caution
even below that. Remember though that your airspeed scale will not start to move until you reach 60 kts and your NWS
should be off very soon if not already after you reach 60 knots. If your jet is positioned correctly with the nose wheel
straight on the centerline you will not need NWS during take-off, so it may be safer to align carefully on the runway and
disable NWS before advancing the throttle.

Be sure to continue to keep on the centerline using the rudder and pull gently on the stick once you reach rotation speed
for a clean configuration 160 will do fine. Do not raise the nose greater than 22 units AoA as you might tail strike and
damage your aircraft.

The heavier you are the longer the take-off roll will be, and things will happen slower. If your aircraft is very light, as is
the case in this training scenario, things will happen fast as the aircraft will accelerate very quickly.

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BMS F-15C TRAINING MANUAL
4.37.4.1
In this training scenario your jet is clean

The bottom right box of the loadout screen gives you more detail about your jet configuration:

• Clean Weight of 31076 lbs is the empty weight of the aircraft. It is consistent for each aircraft model.

• Munitions give you the weight of the stores loaded; 0lbs in this case.

• Fuel is controlled with the slider and the number on the right is the amount of fuel (in pounds) on board;
13455 lbs this time.

• Gross Weight is the sum of all the first three lines and represents your actual weight at take-off.

• Maximum Weight is the weight limit of the aircraft and changes for a specific F-15 variant; 66000 lbs for this
type. You cannot load the aircraft past that limit. If you are heavier, you will need to remove stores or decrease
the amount of fuel loaded.

• Drag Factor is a coefficient indicating the amount of drag the current configuration produces.

• Max G and Min G Limit are the maximum and minimum G one can pull for the current store loading. If one
exceeds these limits, the stores may become completely unusable. Bombs can still be dropped, but the fuses
may not work. The system will not warn you if these limits are exceeded.

• Maximum KIAS and Maximum Mach are the maximum speed in knots and in Mach. Since that depends on
altitude, the UI refers to AC. Or in other words you should use the VNE line on your Machmeter.

• Not a factor in the F-15 but it is showcased on the screen. Load Category will show either CAT I or III.

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BMS F-15C TRAINING MANUAL
4.37.4.1
The difference between your actual Gross Weight (44,531 lbs) and the Max Weight (66,000 lbs) informs how heavy or
light your jet is configured. The gross weight of your aircraft is given in the arming screen of the UI. Your rotation speed
is not given. Rotation speed is the speed at which the pilot pulls back gently on the stick to rotate, transitioning from
rolling to flying. The aircraft should lift off the ground around 160 in a clean configuration.

WDP (Weapon Delivery Planner) is the only tool that will calculate your rotation speed for you. Its use is strongly
recommended. Refer to the WDP documentation as it is outside the scope of this manual to document WDP use. WDP
might only perform calculations for the F-16 so do not use those numbers for takeoff speeds.

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4.37.4.1

All relevant information for take-off is displayed on the HUD. For a deeper explanation of the HUD please refer to
Dash-34 Manual, chapter 2.1.8.2.

The airspeed scale remains at zero when moving at slow speed. The pitot probes need airflow to provide information and
below 60kts the airflow is not sufficient.

The right scale indicates current altitude set to barometric as default.

The top scale is your heading, which can also be displayed on the bottom of the HUD. This one should indicate the Runway
QFU as stated on the charts: 356° for Gunsan RWY36. Remember the better it is aligned, the less steering you will have
to do initially.

The center part of the HUD displays the attitude lines, the Flight Path Marker (FPM), the Great Circle Steering Cue (aka
tadpole) indicating the steer point and the gun gross which is the fuselage reference line indicating zero degrees.
This is a very important item for take-off as you use it as your climb angle reference.

You are now ready to take off.

The first step is to keep the brakes firmly engaged and add power to 90% RPM. Once stabilized, check engine gauges and
if all is good release the brakes and advance the throttle to full military power (aka Buster or MIL), then smoothly forward
to engage afterburner.

The jet is now accelerating on the runway. Disengage NWS as quickly as possible by holding the paddle switch and steer
lightly with the rudder to keep on the runway centerline. Be aware that the wind may push you sideways.

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BMS F-15C TRAINING MANUAL
4.37.4.1
Once rotation speed is attained, pull back firmly on the stick, raising the nose to a 10° pitch up. Do not climb too steeply
and keep under 12° pitch as you rotate, or you may risk scraping the nozzles on the runway. The aircraft will quickly
accelerate.

Continue flying on the runway heading and raise the landing gear. The gear must be in the wells before the airspeed
reaches 300 kts. It takes a few moments for the gear to retract so do not wait until 300 kts limit. Retract the gear as soon
as a positive climb rate is established.

While the gear is in transit the gear handle red lollipop light will be ON. The gear is confirmed up & locked when the 3
gear green lights on the gear panel and the lollipop red light are OFF. If the lollipop remains lit, a gear malfunction is
indicated, and aircraft speed should stay under 300 kts while solutions are considered.

Congratulations, you are flying!

Once your airspeed reaches 350 kts disengage the afterburner. Maintain buster (MIL) and pull more on the stick to adjust
your climb angle to maintain 350 kts. With a very light jet the climb angle will be steep.

Switch to the Departure frequency (preset 4) and select ‘Report Airborne’ on the ATC menu Departure page. Departure
will probably give you a heading of 355° and clear you to resume your own navigation.

Level out at 5000 ft on runway heading and retard the throttle to maintain 350 kts.

Helmet Visor

On bright days you may have a hard time being able to see your green HUD against the white clouds and blue sky at
times. Press Alt+V to lower your visor giving you better HUD visibility.

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4.37.4.1

MISSION 2: BASIC NAVIGATION (TR_BMS_F-15_02_Navigation)

1. TAKEOFF OPTION: In Flight.

LOCATION: Approximately 5 Nm north of Gunsan.

CONDITION: Aircraft level at 5000 feet - heading 360° - speed 350 kts. Once in the cockpit the training scripts will
freeze BMS and set up your systems correctly. Set up your MFDs according to your preference.

LEARNING OBJECTIVES: Follow the INS (Inertial Navigation System) flight plan, train TACAN navigation and come back
to the Initial fix for landing at Gunsan.

The key to a successful flight is good planning. Remember the 5 P’s: Proper Planning Prevents Poor Performance.
Before starting up this training mission let’s study our flight plan.

The flight will take us south of Gunsan near Gwangju airbase. When you are in the pit in the Eagle the steerpoints are a
little different. The base you take off from will be labeled as B meaning that every steerpoint will be one less than what
is depicted on the 2D map. Below is referencing steerpoints as minus one because that is how it will be in 3D.

The training scenario will start somewhere between Gunsan and steerpoint 1. Steerpoint 3 is WOLF, Initial Approach Fix
(IAF) for Gunsan. Steerpoint 5 is the alternate airbase for this flight and steerpoint 7 is where the training mission will end
and the next one (Landing) will start. This route has been plotted on the UI screen using the Tactical Engagement Editor.
The INS flight plan is displayed in white, with the steerpoints represented by empty circles.

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4.37.4.1

2.1 In-Flight Emergencies

WIP

2.1.1 Canopy Unlocked Warning Light On

If the canopy unlocked warning light illuminates, that means you took off with your canopy open please close before you
take off next time. It will be less windy I promise.

2.1.2 Canopy Loss/Pressurization in Flight

WIP

2.1.3 Cockpit Pressure Malfunctions

WIP

2.1.4 Equip Hot Caution Light

In such instances, the initial step is to ensure that the AIR SOURCE knob is set to NORM. Reduce power to 80% RPM.
Another potential cause for the illumination of the EQUIP HOT indicator is extended flying with the landing gear extended
at low altitudes. Prolonged flying below 8000 feet with the gear down for more than 7 to 8 minutes could lead to the ECS
shutting off. If the EQUIP HOT indicator persists, shut down all non-essential avionics (the FCR will be automatically shut
down) and initiate a landing at the earliest practical opportunity.

2.1.5 Ejection
Given the absolute absence of any risk of fatality or injury in our hobby, there should be no hesitation about utilizing
ejection when deemed necessary. Simply pull the handle, and you will safely ascend to meet the parachute.

2.1.6 Electrical System Failure

WIP

2.1.7 Engine Malfunctions

In BMS several possibilities for engine trouble during flight have been introduced. Nearby explosions from AAA or SAM
may lead to engine flameout, while fuel starvation can occur when running on fumes, especially during negative G
maneuvers. In most cases, attempting an engine restart can be done using an air-start procedure.

Air-Start Procedure

WIP

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4.37.4.1
2.1.8 Jettison
Selective Jettison

On the MPCD the Jettison Selection knob can be changed to the

appropriate setting and then the button can be pressed to jettison. You
must be in Master ARM to jettison.

OFF Weapons cannot be jettisoned.

COMBAT Selects programmed selective jettison.

A/A Selects air-to-air selective jettison. (N/I)

Emergency Jettison

Centrally located on the front panel just to the left of the attitude indicator
you will find the black and yellow emergency jettison button to be used to
jettison all stores.

NOTE: In the current BMS version, missiles on stations 3,4,6 & 7 will not be
jettisoned.

3 7
8
2
A B
A B

5
1 9

4 6

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4.37.4.1
2.1.9 Empty for growth
WIP

2.1.10 Controllability Check

Performing a controllability check is essential whenever structural damage or any failure affecting aircraft handling is
suspected or identified. The following steps should be executed:

1. Attain a Safe Altitude: Ascend to a safe altitude to allow ample time for the controllability check.
2. Reduce Gross Weight: Decrease the aircraft's Gross Weight to enhance maneuverability and control.
3. Determine Optimum Landing Configuration: Evaluate the optimum configuration for landing by adjusting to
the landing configuration, considering factors such as dirtying up and assessing the best Angle of Attack (AOA)
and landing speed.
4. Land Using Identified Settings: Execute the landing procedure employing the settings determined through the
assessment.

If, during the controllability check, the aircraft proves uncontrollable to achieve a reasonable landing speed, consider the
option of a controlled ejection.

2.1.11 Out of Control Recovery

If you find yourself in a dogfight (BFM) you can use your rudder and differential thrust to maneuver but be aware that
the F-15C will be susceptible to unrecoverable spins especially at lower altitudes. Refrain from using these methods if
below 10,000 feet as you may depart controlled flight.

2.1.12 Fuel leak

WIP

2.1.13 Oil leak

WIP

2.1.14 External Damage Checks

BMS heightens the potential for system failures resulting from battle damage and other damage.
Engine stalls, fuel leaks, and oil leaks now pose a tangible threat, underscoring the critical importance of conducting
thorough battle damage checks. It is strongly recommended to enlist the assistance of one of your human wingmen (if
available) to perform a visual assessment and ascertain the extent of the damage.

Fuel leaks and oil leaks may be discernible from your wingman’s perspective. Both instances generate white smoke;
however, it's crucial to note that oil leaks specifically emanate from the engine, while fuel leaks may originate from
various sources such as tanks in the wing, fuselage, etc.

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4.37.4.1
2.1.15 Icing
With its introduction in 4.35, icing conditions are now a notable feature. It is strongly advised to steer clear of known
icing areas. Icing tends to be more significant at medium altitudes in humid air, particularly in cloudy conditions. In
BMS, this corresponds to flying in adverse weather conditions. The F-15 is equipped with two anti-icing protection
systems.

The first system is designed to prevent the accumulation of ice in the engine inlet, which could pose a hazard to the
engine. The second system involves probe heating to avert ice contamination of the data probes, preventing erratic
instrument readings.

While the onboard systems can handle light to moderate icing, it is not recommended to intentionally fly into known
icing conditions, as severe icing may compromise the effectiveness of the onboard systems. Failure to appropriately
utilize the ANTI-ICE inlet protection or encountering ANTI-ICE failure may result in severe engine damage.

Similarly, improper use of PROBE HEAT or experiencing PROBE HEAT failure can impact flight instrument readings,
making instrument meteorological conditions (IMC) piloting highly perilous.

2.1.16 FCS Failures

WIP

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4.37.4.1
2.2 The Mission
When the flight plan (or single leg) turns red there is a problem somewhere. Possible causes may be not enough fuel on
board for the flight plan distances, timing problems, or steerpoint problems. When you build your own TE’s you will have
to correct these issues to ensure your flight plan is white before flying the mission.

The alternate runway is displayed in the flight plan as the last INS steerpoint. In the F-15C the first steerpoint is B for Base
and therefore shifting your steerpoints down by one in comparison to 2D. Once you are in the pit be sure to use what
you see in the aircraft and not what the steerpoints used to be in 2D to make things less confusing. In this case our INS
flight plan starts at Gunsan (STPT B) for base and ends at Gunsan (STPT 7) therefore the alternate runway (Gwangju
airbase) will be steerpoint 9.

There is no indication of TACAN channels or airport information on the UI map. This extra information would overload
the map. Yet that information is important and must be planned for the flight. There are multiple tools to help you do
that. WDP and its data card will layout the relevant navigation information.

Here is the required information for this flight:

• Gunsan: TACAN 075X - RWY 18/36 - ILS RWY 36: 110.3 – Elevation: 10 feet -
ATIS: 120.225 - Ground: 273.525 – Tower: 292.3 – Departure & Approach: 292.65

• Gwangju (Alternate): TACAN 091X – RWY 04/22 (L&R) – ILS RWY04L & 22R: 111.1 – Elev: 110 feet - ATIS:
128.875 - Ground: 275.8 – Tower: 254.6 – Departure & Approach: 268.0

• MUAN TACAN: 065X

• MOA 15 active: 11000’ to FL400

MOA 17 active: 5000’ to FL400
MOA 19 active: 10000’ to FL400
(these are restricted to you as other aircraft train in these areas).

The mission planning map also displays relevant areas or specific points. These are Lines and PPTs. They are activated by
right clicking on the UI map and selecting ‘Set STPT Lines’ or ‘Set Pre-planned Threat Stpt’.

Lines are used to mark specific areas such as FLOT lines, CAP boxes, AAR boxes, AOR, Kill boxes, etc.
PPTs are used to identify specific points like IAF, entry points, rendezvous points, push points, etc.
They can also be used to label boxes you have created with Lines, like the MOA in this training scenario.
Lines and PPTs are fully customizable and can be labelled as you prefer using WDP or by editing the PPT.ini file directly.

MOAs 15, 17 & 19 are lined and labelled and PPTs are also placed on WOLF IAF for Gunsan and JULOP fix for ILS RWY36.
All these lines & PPTs will be visible on your HSD MFD page if you have loaded your DTC.

The map also displays MEF (Maximum Elevation Figures) in each box created by one degree of latitude and one degree
of longitude. The MEF are the highest known point of elevation in each box. They are given in hundreds of feet, with the
large number being thousands and the smaller number being hundredths of feet.

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For instance, 52 indicates 5200 feet. To stay safe from hitting
the ground (in bad visibility for instance) you should stay above
that reference by at least 500 feet. MEF + 500feet = MSA
(Minimum Safe Altitude), unless you are on a published SID or
approach chart which will keep you safe from the terrain.
The altitude of your flight plan can be checked as well: the first
and 2 last steerpoints (departing airbase, arrival airbase and
alternate) are at ground level. The altitude of the other steerpoints is displayed in two different graphics which you can
enable or disable with the 2 graphic buttons on the right side of the UI screen. The total distance of the flight plan is 218
Nm and the ETE (Estimated Time Enroute) will be 25 minutes.

More information can be found for each steerpoint if you click on it. A new window will open with steerpoint
information:

• Flight callsign: Eagle 1-1.

• Steerpoint number.

• Time over Steerpoint (TOS)

• Altitude required for steerpoint passage.

• True Airspeed passing the steerpoint.

• Calibrated airspeed.

• Formation required.

• Type of action enroute and at steerpoint. If the latter type is defined, then the
Option box below will be filled in with relevant information.

• The type of climb when a change of altitude is set. It can be immediate or delayed.

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All this information will be available once you are in the cockpit. Besides the
main flying instruments, the most important tools for INS navigation are
your HUD and your HSD MFD page. When you are wanting to change
steerpoints the increase and decrease buttons are located on your Nav
Control in the red boxed buttons below. Remember in comparison to the 2D
screen you need to subtract one number from your steerpoints because of
steerpoint 1 being B in the F-15.

The Situation Page (SIT Page) page is a god’s eye view around your aircraft.
It can be zoomed from 15 to 240 Nm and displays your INS flight plan, PPTs and lines as illustrated below. The SIT Page is
explained in the Dash-34 (chapter 4).

The picture above is taken at the starting point of the Navigation training mission. You are between Gunsan airbase and
currently over steerpoint 1, level at 5000 feet QNH. Calibrated airspeed is 300 kts. To increase to the next steerpoint
press the right boxed button on your Nav controls as shown above. By default, they are Page Up and Page down for
increase and decrease.

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Steer towards steerpoint 1 (or the active steerpoint) by turning towards the
pentagon on your HSI and by turning towards the vertical line in the HUD as
illustrated on the right. Try to maintain 5000 ft by keeping the FPM on the
horizon line (0° pitch line in the HUD).

In some parts of the mission, crosswind situations can cause the FPM to drift
laterally in the HUD and in extreme circumstances, the FPM may display off
the side of the HUD. In these situations, the FPM can be ‘caged’ to the center
of the HUD to cut out any lateral drift, this is done in the ADI mode only by
toggling the coolie switch – down. When the FPM is caged to the center of
the HUD it will flash repeatedly to indicate that the FPM is not showing the
true velocity vector of the aircraft. While the FPM is caged laterally, it will still display accurate vertical velocity
(climb/descent) in this mode.

Between STPT 1 and 2 we will perform our G-Warmup. 4.36 introduced the concept of Warm up and
Fatigue.
To get the best G response from the pilot, a G warm up procedure shall be done prior to each combat
or training sortie. The G warm up consists of flying in the 3 -5 G region to train the body, the more you
train in this area, the longer your body will remember the warmup. For example, a 45 second warmup
in the 3-5 G region will provide a 20-minute full G capability, after 20 minutes, a new warm up should
be done again. Without Proper warm up, the resistance of the pilot will be limited. The more you fly above 7G, the
quicker the fatigue effect of the warmup will be in effect. After a certain amount of time above 7G, the G Load
resistance of the pilot is equivalent to the one with no warmup.
Execute two g-warmup sessions before reaching STPT 2 with one 90° left and 90° right turn at 5000ft and 400-425kts.
For the first 90° turn hold 3-5G. For the second turn hold 5-7G. Go gate or buster to achieve/hold these forces.
Note: For other trainings and mission sorties, execute your G-warm up inside the aircraft limits (Loadout) and
energy limits (Altitude, Drag, Speed).

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The flight plan calls for a climb to FL200 [20000 feet on QNE (29.92 or 1013Mb)]. Climbing to altitude can be achieved by
pulling gently on the stick. The aircraft will climb, and airspeed will decrease.

In this training scenario, we will learn to perform a climb to altitude in a fuel-efficient way. Fuel is always a concern, so
everything possible should be done to conserve fuel. One fuel efficient climb profile is to climb at a set speed and adjust
your climb angle to maintain that speed. Advance your throttle to buster (MIL power), wait for 350 kts and then pull the
stick and adjust the climb angle to maintain 350 kts throughout the climb. As you climb, your airspeed may drop below
350 kts, in which case simply decrease your climb angle to stabilize your airspeed and accelerate back to 350 kts.

Passing 14000 feet, set your altimeter to QNE: 1013 Mb or 29.92 inHg (use the barometric setting knob, located at the
lower left corner of the instrument. Refer to page 49 of the Dash-1 flight manual for detailed information about the
altimeter). That is the standard pressure for flights above the transition altitude in KTO (Korean Theatre of Operations).
From now on altitude will not be called in feet, but in-Flight Levels expressed in hundreds of feet. e.g.: FL150 is 15000
feet. Before reaching FL200 decrease your climb to level out at your assigned altitude. Depending on your gross weight
you may also need to retard the throttle a bit to maintain 350 kts.

Now is a good time to check your fuel. Fuel remaining and fuel imbalance problems should be one of your main concerns.
Fuel remaining is checked by looking at the fuel gauge on the right AUX console. Fuel imbalance is checked by looking for
a large difference between the left and right quantities on the fuel gauge. If the two numbers have a difference of 1k
pounds or greater you should start thinking about fixing the situation by following the checklist. Fuel controls are WIP

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Autopilot needs a few conditions to be enabled. These are also documented in the Dash-1 page 54.

• Gear is not down.

• AR door is not open.
• AOA is not greater than 15°.
• There is no A/P failure or FCS failure (STANDBY gains would be active).
• Stall Horn is not active.
Move the LEFT AP switch to STRG SEL and move the right AP switch to ALT hold. The autopilot will engage
(if the above conditions are met) and fly the aircraft. At any moment you can take control over the AP simply by moving
the stick but be aware that if you exceed any of the above limitations the autopilot will disengage and WARN will be
displayed in the HUD.

TACAN Stations and VOR

WIP

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MISSION 3: LANDING (TR_BMS_F-15_03_Landing)

TAKEOFF OPTION: In flight.

LOCATION: Approximately 15 Nm south of Gunsan.

CONDITION: Aircraft level at 3000 feet heading 360° - speed 420 kts. Fuel level just at 2.2k which is just about typical
fuel level when you return from a mission. Once in the cockpit the training scripts will freeze BMS and set up your
systems accordingly. Set up your MFDs according to your preferences.

LEARNING OBJECTIVES: Land on Gunsan RWY 36 Straight-in or overhead.

This mission starts 15 nm south of Gunsan airbase. Your airspeed is around 420 kts and you cover 7 Nm in a minute.
You will be on the ground in about 5 minutes.

This training mission will be used as a starting point for different scenarios. We will start by explaining the landing
procedure with a long straight-in approach. We will explain the nuts and bolts of a good approach and how to manage
the jet to land safely.

We will explain other landing procedures such as the overhead or the ILS approach. In these chapters we will consider
how to land the airplane has been mastered and concentrate on the specific approach procedures.

A good landing starts with a good approach. Configure your jet early enough with all the information you need for landing:

• Correct altitude. If your glideslope is too steep you will not be able to decelerate enough to lower your landing
gear and even if you do, your final approach speed will be too high.

• Correct airspeed. The faster you are the more distance you will need to get down to landing speed.

• Know the weather. Ask Tower or Approach what the winds are at the airfield. Always be aware of the wind
component according to the runway heading: that will help you compute your wind drift.
The F-15 has a maximum crosswind component of 25 kts. If the crosswind is stronger than that, you should find
a better-oriented runway to land on (the airbase might be closed). You are aware of the current visibility and
can plan your approach accordingly.

• Know your landing weight to have a rough idea of your on-speed AOA for landing and know the runway. Although
the F-15 can land on any runway in Korea the landing speed and the landing roll will depend on your gross weight
at landing. GW computation can be done by taking empty weight + weight of stores remaining + weight of fuel
remaining. That said, if you follow the AOA cues you will always fly the correct speed AOA for approach.

• Always place the SYM in the NORM position so the FPM drifts with the wind. That way you will automatically
compensate for drift by placing the FPM on your desired touch down point.

• Listen to the ATC to build situational awareness of the traffic around the airport. Ground, Tower and
Approach/Departure each have a separate frequency. Make sure you have tuned to the correct one.
ATC is also able to tell you which runway is active for departure and arrival. At night, the ALS (Airport Lighting
System) will be off unless you initiate contact with ATC and it will remain lit as long as aircraft are in the landing
queue. If you don’t contact ATC and there are no other aircraft taking off or landing, the ALS will remain off.

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3.1 Landing Emergencies
3.1.1 Landing With a Blown Tire
The primary risk associated with landing with a blown tire is the potential collapse of the landing gear and the difficulty
in maintaining directional control during the landing roll. If a blown tire condition is suspected, it is crucial to minimize
the gross weight before attempting to land. Retain external fuel tanks if empty and depressurize them to reduce the risk
of explosion. In BMS, this involves opening the AR door, but it comes at the expense of the Nose Wheel Steering (NWS)
system. While the risk of explosion is not explicitly modeled, the importance of NWS functionality should be considered.

During landing, favor the side opposite the blown tire. Utilize roll control to alleviate pressure on the blown tire and NWS
to ensure directional control. If equipped with differential braking, apply brakes on the undamaged tire.

Bring the aircraft to a stop in a straight-ahead direction and proceed to shut down the engine. Avoid attempting to taxi
unless facing an emergency.

3.1.2 LG Extension Malfunctions

Typically, issues with extending the landing gear manifest as the landing gear handle failing to lower or the failure of one
or more landing gear to extend, accompanied by the absence of corresponding green lights and continuous illumination
of the red light in the landing gear lollipop. The lollipop's red light signals a problem, while the green lights indicate the
specific gear affected.

As of BMS 4.35, the landing gear handle might not lower at all due to the implemented gear handle solenoid. If the landing
gear is lowered while the aircraft is going greater than 300 knots there is a great chance that the gear will not lower fully.
When this happens all three lights might not illuminate, and that gear has the possibility to collapse on landing. To trou-
bleshoot make sure to decrease the speed and raise the landing gear to see if they raise. Most likely the suspect one will
not. Proceed to Emergency Landing Gear Extension.

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3.1.3 Emergency Gear Extension

The emergency gear extension serves as a pneumatic, one-time-use method for lowering the landing gear. When the
emergency gear handle is pulled, the landing gear doors open, releasing the main legs, which lower and lock in place due
to gravity and airflow. The nose wheel, however, must be pushed forward using the pneumatic system involved in the
emergency gear extension.

To ensure a secure lock of the nose wheel gear, this procedure should be executed at the lowest feasible airspeed, ideally
below 190 knots and certainly below 300 knots. Once the emergency gear has been initiated the doors will remain open.

Steps for Emergency Gear Extension:

1. Pull the emergency gear handle, initiating the process.

2. Allow the landing gear doors to open and release the main legs.
3. Confirm the gear is down and locked by verifying the absence of the lollipop's red light and the illumination of
all three green lights.

Once the gear is confirmed down and locked, proceed to land the aircraft normally. If any landing gear remains unsafe or
up, refer to the "LANDING WITH GEAR UNSAFE/UP" procedure.

Important Note: Following an emergency gear extension, the Nose Wheel Steering (NWS) is unavailable, even if System
B hydraulics are operational. Be mindful of this limitation during post-extension operations.

3.1.4 Landing With Gear Unsafe/Up

In the event of landing gear problems, it is advisable to retain empty fuel tanks and minimize gross weight to enhance
the chances of a successful landing. Given the heightened risk of a potential crash, additional precautions may include
shutting down the Fire Control Radar (FCR) and any non-essential avionics. These measures aim to optimize the aircraft's
controllability and increase the likelihood of a safe landing under challenging circumstances.

All landing gear indicate unsafe but appear normal:

In the event of a potential landing gear failure, take preventive measures by

shutting down all non-critical avionics, including the Fire Control Radar (FCR)
and CM before initiating the landing procedure. Subsequently, execute a
standard landing protocol but take extra care in your landing. Try to be the
last aircraft landing or land on the parallel runway so others can land.

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All landing gear up:

1. Gear will not come down

2. Activate the Emergency Gear handle and wait for 5 seconds.
3. No green gear lights
4. Reset the Emergency Gear pushing it back in
5. Raise the landing gear handle
6. Hope for a smooth landing

Land from a low angle approach at 18 Units AoA.

Throttle OFF immediately prior touch down.
Cable arrestment not recommended.

Both main landing gear up or unsafe:

Emergency Gear Extension Procedure

1. Discourage cable arrestment usage

2. Lower the gear
3. Activate the Emergency Gear handle and wait for 5 seconds.
4. Wait for green gear lights
5. Do no shut down engine until stopped

If the nose landing gear fails to retract, contemplate executing a low-angle approach at 15 Units AoA with empty fuel
tanks if applicable.

Nose landing gear up or unsafe:

1. Discourage cable arrestment usage.

2. Contemplate executing a low-angle approach 18 Units AoA.
3. Recommend use arrestor gear at approach end of runway
4. If arrestor gear not practical do not shut down engines until stopped

One main landing gear and nose landing gear unsafe or up:

1. Retract and land with gear up

2. If gear will not retract recommend ejecting

One main landing gear unsafe or up:

1. Recommend cable arrestment.

2. Couter wing dip opposite of raised gear
3. If arrestment not practical perform gear up landing
4. If gear will not retract recommend ejecting

If landing gear retraction fails:

• Consider landing with a low angle approach at 15 Units AoA, using empty external tanks.
• After touchdown, use roll control to maintain wing orientation.

Land on the side of the runway opposite the malfunctioning gear.

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3.1.5 Brake Malfunctions

WIP

3.1.6 Nose Wheel Steering Malfunctions

WIP

3.1.7 Anti-Skid System

The anti-skid system can be manually activated or deactivated by the pilot via an electrically controlled switch. In case of
failure of the system, a cockpit warning will indicate to the pilot that the system has failed. It will only be triggered when
the gear comes down. ANTI-SKID on the caution light panel and MASTER CAUTION will also come on. There is a touchdown
protection system, which prevents brake application on touchdown before the wheels spin up.

Anti-skid and ARI (Aileron Rudder Interconnection) are connected. After touchdown, the ARI will be disengaged by the
anti-skid wheel spin up signal.

Anti-skid switch positions:

• NORM: anti-skid is ON when the landing gear handle is down.

• OFF: Anti-skid and ARI are off when landing gear comes down.

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3.1.8 Cable Arrestment
As of version 4.35, arrestor cables are operational on non-generic airbases. Engaging a cable requires no special ATC
procedures; the cables are consistently present on applicable runways and are always ready for use (unlike real-life
scenarios).

The number of cables varies across runways. Some may lack cables, while others have two cables at each runway end
section, and certain runways feature a total of four cables. Cable positions are indicated by vertical panels displaying a
plain yellow circle on both sides of the runway.

When uncertain about stopping within the available runway length, lower the hook and aim to engage the arrestor cable
as close to the runway centerline as possible. Avoid riding the brakes over the cables, as this could compress the nose
gear and potentially lift the hook above the cable, preventing proper engagement.

Plan your touchdown at least 500 feet from the cable to allow ample time for lowering the nosewheel to the ground
before engaging the cable. Once the aircraft comes to a halt, raise the hook and, if possible, exit the runway promptly.

3.1.9 Takeoff/Landing in Crosswinds

To effectively manage wind conditions during take-off and landing, the initial step involves determining the wind direction
and speed.

On the ground, obtain wind information through pre-flight briefings, contacting ATC for up-to-date wind speed and
direction before departure.

The subsequent step is calculating the crucial crosswind component—the aspect of the wind perpendicular to the runway.
While headwind or tailwind is favorable for take-off and landing, any crosswind component can potentially push the
aircraft sideways.

Wind force is delineated into two components: the head or tail component and the full cross component. This can be
determined using a graphic, considering the wind direction relative to the runway orientation and the wind speed. Refer
to the example on the following page.

In BMS, a crosswind limit of 25 knots is established based on the graphical representation. Crosswind situations up to 24
knots can be managed in BMS, but any condition exceeding 25 knots necessitates diverting to an alternate runway with
more favorable wind conditions.

Consider the following example:

Runway heading: 360°

Wind direction: 330° at 20 knots

1. Enter the graph on the line representing the wind direction relative to the runway: 360° - 330° = 30°.
2. Find the wind speed on the left side of the graph.
3. Follow the curve until it intersects the first line.

By plotting these coordinates, you determine the full headwind and full crosswind components. In this case, it results in
17.5 knots headwind and 10 knots crosswind.

Take-Off in Crosswind:
Position the aircraft on the upwind side of the runway centerline for take-off. Maintain directional control using the
rudder until the ARI (Aileron Rudder Interconnect) engages. In BMS, crosswind effects are typically felt after the main
wheels leave the runway.

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Landing in Crosswind:
For the F-15, use the wing-level crab technique for crosswind landings. Avoid using the rudder during landing due to the
ARI connection. Release the rudder pedals, pointing the aircraft nose into the wind. In high crosswinds, use the DRIFT
C/O switch to center the FPM if it drifts outside the HUD field. Plan the touchdown point on the upwind side of the
runway.

Upon touchdown, ARI (Anti Rudder Interconnection) disengages, and there may be yaw transients. Allow the aircraft to
stabilize without applying additional controls. During aerobraking, use rudder and aileron for directional control. As air
speed decreases, more rudder input is required. Once the nose gear is down, disable the NWS by holding the paddle
switch and initiate braking while maintaining control with rudder, differential braking, and let go of the paddle switch to
enable NWS below control speed. Avoid excessive differential braking to prevent hot brakes conditions.

3.2 Landing Straight-in

A straight-in landing is a long, controlled descent to the runway; usually beginning at a distance between
6 to 9 nautical miles. The landing phase will start aligned with the runway axis; you can use the airbase TACAN to do that,
but it can be done visually as well. Your altitude should be 2000 feet and airspeed less than 300 knots for safe extension
of the landing gear.

The TE starts 30 Nm out at 5000 feet and 400 kts, allowing a few miles to adjust parameters for the straight-in approach.
Gunsan Runway 36 should be visible ahead. Adjust your line up, descend to 2000 feet and reduce speed to
300 kts. Due to the low drag nature of the F-15, speed brakes may need to be opened to reduce speed. However, the
speed brake is very effective.

Initiate contact with ATC by requesting unrestricted approach. ATC will insert your flight into the landing queue, light up
the approach lights and give your flight some flexibility for this scenario. Open the ATC menu Approach page and select
'Request unrestricted approach' by pressing ‘t t t 4’. Approach will instruct us to continue inbound and give us QNH.

From this point on we will no longer refer to airspeed but instead use Angle Of Attack (AOA). The optimal approach
airspeed depends on your gross weight and the best way to be ‘on speed’ is to forget all about airspeed and think 20
Units AOA for landing with a max of 22 Units noted by a line extending right just above the 20 Unit mark

First lower your landing gear (double-check your airspeed: it must be below 300 kts). Doing so will automatically deploy
leading and trailing edge flaps and the FCS will switch to take-off and landing gains. The drag caused by dirtying up your
aircraft configuration will further decrease your airspeed and pitch the nose down a bit.

The HUD symbology will change notably an AOA tape will be displayed upon nose wheel lock in the down position. This
tape is used to adjust your speed based on your weight. Air speed will change but AoA units will not as your main cues
for controlling the approach.

At 10 Nm, Gunsan approach will call you to switch to Tower frequency. Input preset #3 or 292.3 into the COM1 radio and
‘Request Landing’ at initial contact with the tower with ‘t t 2’. Tower will clear you to continue inbound and ask you to
“Report on Final”.

The glide slope is 3° down to the runway.

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Most runways in BMS are equipped with a visual landing aid system called Precision Approach Path Indicator or PAPI.
It consists of four equally spaced lights situated to one side or both sides of the runway. The lights will be seen as white
or red according to the position of the aircraft with
respect to the optimal glideslope. The more red lights are
visible from the landing aircraft, the lower you are on the
glideslope. The more white lights seen from the aircraft
the higher you are above the glideslope. The optimal
glide slope is thus flown when 2 red and 2 white lights
are seen. A rule of thumb to remember:
Red is dead!

So there you are with the runway and PAPI visual at

around 6 Nm, aligned correctly with the centerline at
2000 feet, gear down and flying around 200 knots.

You know that placing the FPM on the runway threshold to land allows you to point where you want the aircraft fly.

You also know that to maintain two red and two white lights on the PAPI you must fly a 3° glideslope to the runway. This
is done with the sidestick controller.

All you have left to do is to understand the angle of attack and how to control it with the throttle.

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AOA is the angle between the aircraft wing chord line (equivalent here to the airframe longitudinal axis) and the relative
vector of motion of the aircraft. Basically, it’s the angular difference between where the aircraft is pointing and where it
is going.

The optimal touch down AOA for the F-15 is 22 Units AOA; corresponding to when the AoA tape carat is near the tick
mark above 20 Units.

AOA is controlled by the power setting. Increasing power decreases AOA. (The FPM moves up while the nose remains
steady) Reducing power increases the AOA (The FPM moves down in the HUD while the nose remain steady)

Knowing that, if the FPM is lower on the scale, you know you will have to decrease power setting to
increase the AOA.

You are too fast.

If on the other hand the FPM is higher on the scale, you will have to increase power to decrease AOA.

You are too slow.

The approach is made around 18 Units of AoA

The FPM should be just on the runway threshold and the PAPI should indicate two red and two white lights however in a
fighter jet 3 red is the norm to shallow your approach angle to decrease the amount of flare needed when over the
runway numbers.

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From there the power setting is used to maintain the FPM on the runway threshold close to 20 units.

‘Report Final’ to the Tower Controller via the ATC Tower menu ‘t t 4’. Tower will then give you surface winds and clear
you for landing.

The next phase will be the flare just prior to touch down. The F-15 does not require much flare. The idea here is to
transition the carat from 20 units to 22 units.

Decreasing power is usually all it takes to transition to 22 units AOA. Once there, maintain it until the wheels kiss the
ground and pull the power back to idle. If you land with the correct on-speed AoA the aircraft will not bounce off the
runway and will not want to fly again unless you increase power.

Maintain aero braking by keeping 20 units of AoA. Since you are rolling and not flying anymore that is done by pulling
gently on the stick. Finished extending the speed brake to introduce maximum drag. Beware that pulling too much will
scrape the exhaust nozzle or the airbrakes and damage the aircraft. You can maintain directional control with the rudder
during the landing roll; rudder efficiency is greater at higher speed and will decrease as your speed decays.

Around 80-90 knots the nose gear will drop to the runway; gently cushion it by pulling the stick. Be sure to hold the paddle
switch to disable the NWS and not veer off the runway.

Wheel braking can then be initiated, being careful to avoid causing a hot brakes condition; nosewheel steering can be
engaged once you are below 70-80 knots to steer the aircraft on the ground. Congratulations, you just made your first
solo landing.

3.3 Overhead landing

Overhead landing is the preferred method for landing because it allows multiple aircraft to land in the minimum amount
of time. AI can perform overhead landings under certain conditions. Similarly requests for an overhead approach will only
be granted to humans under certain circumstances:

• Flight conditions must be VFR.

• The ATC must be able to manage all the flights recovering at the same

• All aircraft in the flight must be within 15 Nm of flight lead at time of initial request.

As with all the other approaches, the type of approach is requested on the Approach ATC menu. In this case, as soon as
the training mission starts ‘Request Overhead Approach’ with: ‘t t t 3’.

10 Nm from the airbase, approach will request a frequency change to Tower. Once the frequency is entered into the radio
make initial contact as before with ‘Request Landing’ on the Tower ATC page: ‘t t 2’. It is important to make this initial
contact before the break point. Tower will clear you inbound and request you to “Report overhead break”. The flight
should be in a wingtip or echelon-close formation. The side of the formation is opposite the direction of the break, e.g.:
left break for RWY 36 = flight lead left and wingmen in right echelon. Speed is 300 kts, altitude 1500 ft AGL and the flight
aligned with the runway axis.

The last 5 miles are used to fine tune the formation, so the landing looks good. Fly at a constant airspeed level altitude
until overhead the runway. To make overhead less restrictive and granted more often, the ATC code now requires the
lead to call the break turn. This is done with the ‘Report Overhead Break’ option on the Tower ATC menu: ‘t t 5’. This is
the only indication for the AI ATC to know you’re breaking so it can deconflict other flights faster.

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4.37.4.1
From there aircraft will break in sequence, gain separation, and fly the downwind leg, bleeding airspeed and lowering the
gear. At base, the jet will turn towards the runway and start descending to land in sequence.

In this training scenario you are a single ship, so you do not have to take other aircraft into account. The idea is to lay out
the procedure so you can then join a 2- or 4-ship and perform your landing in sequence.

From JULOP you already have the runway in sight. Descend gently to 1500 ft AGL and reduce your speed to 300 kts,
aligning your heading with Runway 36 QFU (356°).

Your jet should be within parameters at least 5 Nm from the runway threshold. Continue straight & level until you overfly
the runway. The timing of the break turn depends on how many aircraft there are in your flight and on how long you
want your downwind leg to be. The sooner you break, the shorter your downwind leg will be. A good cue for single-ship
training is to wait for the opposite landing threshold (RWY 18 in this case) to disappear under your aircraft’s nose. In a 4-
ship scenario, the lead has the shortest downwind and should start his break much sooner (like the beginning of the
runway) to allow the rest of the flight to break before overflying the opposite end runway threshold.

The direction of the break may be published on the airport visual charts or stated in the airport SOPs.
Let’s say that at Gunsan all the breaks are over the water to avoid overflying populated areas. Landing on RWY 36 the
water is on the left side so the break will be to the left.

The break turn is a maneuver that will turn 180° level. Don’t forget to report the break to ATC with “t t 5”.
While turning you will be bleeding airspeed and once established on the downwind leg (356-180=176°) you can lower
your landing gear immediately.

The turn will define how wide your lateral separation with the runway will be.

The idea is to fly the downwind leg with the wingtip on the runway. If the runway is inside your wing the break turn was
too tight; if the runway is outside the missile rail, then your break was too wide. Judging the correct lateral separation is
the first challenge of an overhead recovery. It will come with experience, and it will soon be second nature. You may also
need to adjust for crosswinds blowing you towards or away from the runway.

The downwind leg is flown at 230 to 200 kts - 1500 feet until you reach the Perch. That’s the point where you will turn
toward the runway and start your descent. Judging that point is the second challenge of the overhead. A good visual cue
is when the front of the wingtip touches the runway threshold.

Retard the throttle (or deploy speed brakes) and start a left descending turn towards RWY 36. Keeping the runway in
sight throughout the turn is very important. Avoid slowing down too much in the turn. Try to fly 19 Units of AoA.

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The Departure Warning is a 900 Hz beeping tone sound when the yaw rate reaches 30°/second. As the yaw rate
increases, the beep rate increases, reaching a maximum beep rate at 60°/second yaw rate.

Final approach is when you are aligned with the runway. Use PAPI as a landing aid and maintain on-speed AOA about 15
Units AoA

If you reported the break to ATC correctly, the tower will clear you to land automatically as you reach a final position. If
you forgot to call the break, the landing clearance will never come. The clearance is given for the whole flight entity,
so wingmen do not need to report break or final. They are cleared automatically when the flight lead is cleared to land.
Basically, the only thing wingmen need to do is call out their ‘break’ if they have AI in the flight.

Speedbrakes are optional during final. With the landing gear down the speedbrake can be extended to max extended
(not recommended) when the switch is in the aft position but if button centered the speedbrake will only open about
half which is the recommended position. The reason speedbrakes can be deployed is to overcome the slow spooling time
of the engine. An engine at low revolutions may need a certain time to accelerate to go around setting. While the engine
is spooling up, the aircraft will sink and may hit the ground. To keep engine revolutions high without accelerating,
speedbrakes are used.

In case of a go-around the speed brakes are retracted, and the engine spool time will be faster since the setting was
higher than without use of the speedbrakes. Touch down on centerline and maintain aerobraking as explained in the
section above.

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3.4 Taxi back and shutdown the jet
Once at control speed (less than 80 kts) with 3 wheels on the runway you can enable NWS and use the wheel brakes as
necessary. Exit the runway at the first available taxiway to the right and once past the runway hold lines retract your
speed brakes.

ATC will automatically ask you to switch to the Ground frequency as you exit the active runway. Set Ground (preset #2).
Taxi to the EOR north RWY 18 and hold at the yellow half-moon de-arming area like shown below:

Please note that arming and de-arming procedures at EOR areas are airbase and/or SOP driven and will vary in
amount/position of areas and taxi patterns. Refer to the EOR-procedure chart if available.

Once arrived at the EOR, set your nose gear light to: OFF. External lighting settings at EOR are as follows:
‘Request Taxi Back to Ramp’ on the
PROCEDURE SCENARIO ANTI-COLL POSITION FORM
Tower ATC page: ’t 4’ if you finished
your post landing checks
EOR DAY – Good weather OFF ON OFF (lights, speedbrakes, etc.). ATC will give
you clearance to taxi back and will assign you a taxi route to your assigned parking spot (example below : “05”). Check
again the APC charts for airport orientation.

Currently the lights are Set your nose gear light to TAXI if you are leaving the EOR. Turn on your ANTI-COL and taxi
light.
PROCEDURE SCENARIO ANTI-COLL Taxi Light POSI-TION FORM

Taxi back to where the

EOR DAY – Good weather ON ON ON OFF mission started in
Wolfpack flows, south of the tower. Taxi on Taxiway Papa all to way to the transient ramp and turn left behind Wolfpack
flows. Select one emplacement and roll into it. Once parked, ‘Install / Remove chocks’ on the Ground ATC menu: ‘t 2’ and
then safe the EPU: ‘t 1’.

Shutting down the jet, you start with shutting down all avionics before placing the throttle in CUTOFF (or use the idle
detent callback). Open the canopy and then place the POWER switch on the ELEC panel to OFF.

You can breathe again and exit the aircraft with the ESC key.

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ATTACHMENTS

Please note that all these settings are just possible options. Depending on the conditions and the SOP you use, create
your own settings as desired.

II. BREVITY CODES

Refer to /BMS 4.37\05 Other Documentation\Real Manuals\ATP_1-02.1.pdf for all relevant brevity codes.

BIBLIOGRAPHY
• TO 1F-15C-1 BMS
• TO 1F-15C-34-1-1 BMS
• BMS Technical Manual
• BMS Comms & Nav Book
• BMS Airport Charts
• BMS Checklists
• BMS forums & articles
• Training scripts article

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BMS F-15C TRAINING MANUAL
4.37.4.1
GLOSSARY

A
A-A Air-to-Air AOA Angle Of Attack (Arrival)
AA Aspect Angle AOR Areas of Responsibility
AAA Attitude Awareness Arc APC Aircraft Parking Chart
AAF Attitude Advisory Function ARH Anti-Radiation Homing
AAM Air-to-Air Missile ARI Aileron Rudder Interconnection
AATLL Air-to-Air Target Locator Line ARMT Armament
ABC Automatic Brightness Control ARWR Advanced Radar Warning Receiver
AC Aircraft Configuration ASE Allowable Steering Error
ACAL Altitude Calibration ASEC Allowable Steering Error Circle
ACCTVS Advanced Color Cockpit Television Sensor ASC Attack Steering Cue
ACM Air Combat Mode ASCII American Standard Code for Information In-
ACMDS Advanced Countermeasures Dispenser System terchange
ACMI Air Combat Maneuvering Instrumentation ASGN Assign
ACQ Acquisition ASL Azimuth Steering Line
ACRIU Advanced Conventional Remote Interface Unit A TGTS Air-to-Air Targets
A-D Analog-to-Digital ATC Attack Target Complex (a type of Mission
AD Arming Delay Assignment) , Air Traffic Controller
ADDL Additional ATF Automatic Terrain Following
ADI Attitude Direction Indicator ATK AZ Attack Azimuth
ADL Armament Datum Line ATO Air Tasking Order
A DLNK Air Data link ATP Advanced Targeting Pod
ADS Avionics Display Set ATT, ATTD Attitude
ADTC Advanced Data Transfer Cartridge ATT/FPM Attitude Bars and Horizon Line/Flight Path
ADTE Advanced Data Transfer Equipment Marker
ADTU Advanced Data Transfer Unit Attack Profile Weapon deliver options stored in SMS that are
A-G Air-to-Ground anticipated to be used in specific instances
AGC Automatic Gain Control ATT EGI Attitude Mode
AGL Altitude Above Ground Level AUTO Automatic
AGM Air-to-Ground Missile AUTO BRT Automatic Brightness control to maintain,
AGR Air-to-Ground Ranging contrast ration between the symbols and
AGTD Air-to-Ground Target Designator background
AGTLL Air-to-Ground Target Locator Line AWACS Airborne Early Warning and Control System
AI Airborne Intercept/Azimuth Indicator/ Artificial AV Avoid
Intelligence AVTR Airborne Video Tape Recorder
A IDM IDM Air Tracks AZ/AZI Azimuth
AIFF Advanced Identification Friend or Foe
AIM Air Intercept Missile
Aimpoint The preplanned point on or near target that is
used to align pipper
ALBIT All Station Built-In-Test
ALIC Aircraft Launcher Interface Computer
ALIGN Alignment (INS)
ALN Transfer Alignment (IAM)
ALOW Altitude Low
ALT Altitude
ALT CAL Altitude Calibration (switch position)
ALT REL Alternate Release
ALT TRK Altitude Line Tracker/Blanker
AM Amplitude Modulation, Altitude Match (ATP)
AMRAAM Advanced Medium Range Air-to-Air Missile
AMRIU Advanced Missile Remote Interface Unit
AMUX Avionics Multiplex
AMZ Aircraft Maneuver Zone
A/N Alphanumeric
ANT Antenna
ANT ELEV Antenna Elevation

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BMS F-15C TRAINING MANUAL
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B
BA Burst Altitude CDEEU Common Data Entry Electronics Unit
BAL Ballistics CDI Course Deviation Indicator
BAI Bank Angle Indicator CEM Combined Effects Munitions
BAR Elevation Bar CEN Centered
BARO Barometric CENT Map center
BATR Bullets at Target Range CFIT Controlled Flight Into Terrain
BATT Battery CFOV Center Field Of View
BBS Backup Bombing Sensor CG Center of Gravity
BCN Beacon CH Chaff
BCN DLY Beacon Delay CH/CHAN Channel
BDA Battle Damage Assessment CHNG Change
BDU Bomb Dummy Unit CHNL Channel
BGO Bingo CIT Combined Interrogator and Transponder
BHOT Black Hot CIV/MIL Civilian/Military
Bingo Fuel A threshold fuel value that the pilot enters in CJ/R Center Jettison/Release
MMC memory CKPT BLNK Cockpit Blanking (HMCS)
BIT Built-In Test CLM Climbing
BKUP Backup CLR Clear
Blind Air-to-Ground weapon delivery modes that utilize CM Countermeasures
Bombing radar ground map features rather than indicators CMBT Combat (LASER)
to locate the target CMDS Countermeasures Dispenser System
BLOS Beyond Line of Sight CMFD Color Multifunction Display
BLU Bomb Live Unit CMS Countermeasures Management Switch
BNGO Bingo CMSC Countermeasures Set Control
BOC Bomb On Coordinate CNI Communication/Navigation/IFF
BORE Boresight CNTL Control
BOT Bomb On Target C/A Coarse Acquisition
BP Bypass C/O Cutout (HUD function)
BR Bearing COH Cold on Hot (Maverick Sensor Mode)
BRG Bearing and Range COLR Color
BRT Bright, Brightness COM1 Communications Radio 1
BRU Bomb Rack Unit COM2 Communications Radio 2
BSGT Boresight COMM Communication
BSU Bomb Stabilization Unit CONT Contrast, Continuous
BTH Both (Laser-Pointer) CONV Conventional
BUP Backup CORR Canopy/Camera Corrections
BUS Electrical connection and distribution point CPL Couple
B/R Bearing/Range CRIU Conventional Remote Interface Unit
B-W Black-on-White CRM Combined radar mode
CRM Combined Radar Mode
C CRS Course
CRSE Course
CA Cartridge CRUS Cruise
CADC Central Air Data Computer CRU/EM Cruise Energy Management
CAL, Cal Calibration CS Carriage System, Control Section
Canned Data stored in permanent memory CSFDR Crash-Survivable Flight Data Recorder
Value CTFOV Center Total Field Of View
CARA Combined Altitude Radar Altimeter CTVS Cockpit Television Video System
CAS Calibrated Airspeed, Close Air Support CU Cockpit Unit
CAT Category CW Continuous Wave Illumination
CATA Collision Antenna Train Angle C/Z, CZ Cursor Zero
CATM Captive Air Training Missile
CBU Cluster Bomb Unit
CCIP Continuously Computed Impact Point
CCMFD Common Color Multifunction Display
CCRP Continuously Computed Release Point
CCTVS Color Cockpit Television Sensor
CDE Circular Distance Estimates

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D E
D Degraded, Data Link E East
D&R Depress And Release ECM Electronic Countermeasures
DAY Day position allows control of brightness from off ECS Environmental Control System
to full intensity DER Endurance
DBS Doppler Beam Sharpening EEGS Enhanced Envelope Gunsight
DBU Digital Backup Unit EGEA End Game Entry Altitude
DCLT The removal of display data from the HUD/ EGI Embedded GPS/INS
MFD/HMCS (Declutter) EGR Embedded GPS Receiver
DCPL Decouple EHL Extended Horizon Line
DCS Data Control Switch EHSI Electronic Horizontal Situation Indicator
DDR Digital Data Recorder EHSIM Electronic Horizontal Situation Indicator
DE Default Master
DEAD Destruction of Enemy Air Defense EHSIS Electronic Horizontal Situation Indicator
DED Data Entry Display, Dedicated Channel Mode Slave
DEG Degree(s) E-J, EJ Emergency Jettison
DEGR Degraded EL Elevation
Delta An increment of a variable ELEC Electrical
DEP Depressed ELEV Elevation
DEPR Depression ELINT Electronic Intelligence
DEPR RET Depressible Reticle EM Energy Management (HUD display)
DES Desired EMER Emergency
DESIG Designate EMTY Empty
DEST Destination ENABL Enable
DF Direction Finder ENG Engine
DGFT Dogfight ENT, ENTR Enter
DGPS Differential Global Positioning System E-O/EO Electro-Optical
DIR Direct, Direct-In Range EOM, E Equations of Motion
DISP Dispense Command (switch position) EOMG Equations of Motion Glide
DL Data Link EON Engagement Order Number
DL/DLNK Data Link EPU Emergency Power Unit
DLAY/DLY Delay ERR Error
DLZ Dynamic Launch Zone ESD Enhanced Search Display
DMC Digital Maneuvering Cue ETA Estimated Time of Arrival
DMD Demand ETR External Time Reference
DME Distance Measuring Equipment EU Electronics Unit
DMS Display Management Switch EXP Expanded
DMUX Display Multiplex Data Bus
DPL Deploy
DRIFT C/O Flight path marker with drift cutout
DRNG Delta Range
DS Dispenser Station
D/S Wind Direction and Speed
DTC Data Transfer Cartridge
DTE Data Transfer Equipment
DTED Digital Terrain Elevation Data
DTOS Dive-Toss
DTS Digital Terrain System
DTT Dual Target Track
DTU Data Transfer Unit
DU Display Unit
DVR Digital Video Recorder
Dynamic The zone in which a missile would strike a
Launch maneuvering target
Zone
DWAT Descent Warning After Takeoff

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F
F, FAIL Failed GM Ground Map
F-ACK Fault Acknowledge GMT Ground Moving Target, Greenwich Mean Time
FC Flight Channel GMTT Ground Moving Target Track
FCC Fire Control Computer GND Ground
FCR Fire Control Radar GND SPD Ground speed
FD Function delay GP Bomb General Purpose Bomb
FDR Standard Flight Data Recorder GPS Global Positioning System
FEBA Forward Edge of the Battle Area G/S Ground Speed
FEDS Firing Evaluation Display Set GS Ground Stabilized, Glide slope, Geographic
FI Free Inertial Specificity
FINS Forward Imaging Navigation Sensor GT Gyro Test
FIX Fixtaking G TGTS Ground targets
FL Flare G/T Ground Track
FL ON Flight On GW General Weight
FCS Flight Control System
FLIR Forward Looking Infrared
FLT Flight H
FM Frequency-Modulated
FMCW Frequency-Modulated Continuous Wave HAD HARM Attack Display
FOG Fiber Optic Gyro HARM High-Speed Anti-Radiation Missile
FOV Field of View HARTS Horn Awareness and Recovery Training Series
FPM Flight Path Marker HAS HARM-As-a-Sensor Mode
FPS Frames Per Second/Feet Per Second HAT Height Above Target
FR ON/OFF Friendly Declutter HD Head
FRAG Fragmentation HDG Heading
FRQ Frequency HDGP High Drag General Purpose
FRZ Freeze HDPT Hardpoint
FS Front Section, or Fuselage Station HE High Explosive
FT Feet HEX Hexadecimal
FTIT Fan Turbine Inlet Temperature Gauge HI, HOT Hot Integration (LITENING)
Fps Feet per second HLS HARM Launch Scale
FTT Fixed Target Track HOBO Hands-On Black-Out
Fuze A device used to initiate weapon detonation HOC Hands On Controls
FWD Forward HOM Home
FZ Freeze HMCS Helmet Mounted Cueing System
HMPT Home Point
G HOS Hostile
HOTAS Hands-On Throttle And Stick
g Gravitational (acceleration) HOT Jettison mode ready indication (Weapons
G Gravity selected released unarmed)
g available The maximum number of g’s allowed by the flight Hr Hour
controls HSD Horizontal Situation Display
g The maximum number of g’s that can be pulled I Horizontal Situation Indicator
sustainable without losing current specific gravity HTFOV HUD Total Field-Of-View
GAAF Ground Avoidance Advisory Function HTS HARM Targeting System
GBU Guided Bomb Unit, conventional bomb with self- HUD Head Up Display
contained guidance system HYD Hydraulic
G/C Great Circle Steering Hz Hertz
GC Gyrocompass
GCAS Ground Collision Avoidance System
GCS Guidance and Control Section
GD Guard
G DLNK Ground data link
GE General Electrics
GEM GPS Embedded Module
GEO Geo-Location
G FRND Ground Friendlies
GHL Ghost Horizon Line
G LIM G Limit

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I L
I/O Input/Output L Left
IAM Inertially Aided Munition LADD Low Altitude Drogue Delivery
IAS Indicated Airspeed LANTIRN Low Altitude Navigation Targeting Infrared
IBIT Initiated Built-in Test For Night
ICP Integrated Control Panel LAR Launch Acceptability Region
ID Identification LASR Laser
IDL Intraflight Data Link, Initialization Data Load LAT, Lat Latitude
IDM Improved Data Modem LAU Launcher Armament Unit
IFA Inflight Alignment Lb, Lbs Pound
IFF Identification Friend or Foe LCD Liquid Crystal Display
IFOV Instantaneous Field Of View LCODE Laser Code
IKP Integrated Keyboard Panel LD Low Drag, Lead
ILS Instrument Landing System LDETECT LST Detect
IMP ANG Impact Angle LDG Landing
IMP AZ Impact Azimuth LDGP Low Drag General Purpose
INC Increase LDR Laser Designator
IND LTS Indicator Lights LED Light Emitting Diode
INIT Initialization LEV Level
INR Inertial Rates LFT Left
INS Inertial Navigation System LG Large, Landing Gear
INSM Inertial Navigation System Memory LGB Laser-Guided Bomb
INT Intensity, Transfer of Initialization Data , Internal LIS Line-In-the-Sky
INTRG Interrogator LIT LITENING Targeting Pod
INU Inertial Navigation Unit LJDAM Laser Joint Direct Attack Munition
INV Inventory LJ/R Left Jettison/Release
IP Initial Point L/L/E Latitude/Longitude/Elevation
IP-TO-TGT Initial Point to Target LLLGB Low Level, Laser-Guided Bomb
IP-TO-PUP Initial Point to Pull-up Point LM Laser Marker (IR Pointer)
IR Infrared, In Range LMODECMD Laser Mode Command
IRC In-Line Release Connector LMS Linear Missile Scale
LMZ Laser Mask Zone
LNCH Launch, Launcher
LNCHW Missile Launcher With Track Adapter
J LNG Longitude
LOB Line of Bearing
JASSM Joint Air-to-Surface Standoff Weapon LONG/LNG Longitude, Long Calibration (LIT)
J/R Jettison and Release LOS Line-of-Sight
JDAM/JDM/ Joint Direct Attack Munition LOTG Loss Of Track Glide
JD LPI Low Probability of Intercept
JDN Joint Data Network LPRF Low Power Radio Frequency
JETT/JTSN Jettison L/R Loader Reader
JFS Jet Fuel Starter LRCVRCNTL Laser Receiver Control
JHMCS Joint Helmet Mounted Cueing System LRG Large
JIR JSOW In Range LRM Line Replaceable Module
JIZ JSOW/JASSM In Zone LRR Laser Range Receiver
JMR Jammer LRU Line-Replaceable Unit
JSOW/JSW Joint Standoff Weapon LSCD Laser Spot Search Code
JTAC Joint Terminal Attack Controller LSDL Launch Status Divider Line
JTSN Jettison LSL Laser Spot Locator
LSR Laser Designator
LSRCH LST Search
K LSS Laser Spot Search
LST Laser Spot Tracker, Land Specific Type
KF Kalman filter LT Left
KL Wind correction constant due to altitude gain LTE Launch To Eject
KCAS Knots Calibrated Airspeed LTF Left
KIAS Knots Indicated Airspeed LTIP Laser Target Imaging Sensor
kpbs Kilobits Per Second LT HPT Left Hardpoint
KT Knot LUU Illumination Unit, Flare
Kts or KTS Knots LVL Level
KYBD Keyboard

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M
m Meter MSEC Millisecond, 1 msec = 0.001 second
m/s Meters per second M-SEL Mode Select
M Mode, Multiple, Mask, Master, Mass Model, MSL Mean Sea Level
Meters, Mission Store MSL Missile, Missile Override
MA MASTER ARM switch, Matrix Assembly, Medium MSMD Master Mode
MAG Altitude, Mission Assignment MSN DUR Mission Duration
MAG VAR/ Magazine MSN RT Mission Route
MAGVR Magnetic Variation Maintenance MT Multi Track
MAL Malfunction MTR Moving Target Reject
MAN Manual MTT Moving Target Track/Multi Target Track
MAU Miscellaneous Armament Unit MULT Multiple or Multi Mode
MAX, Max Maximum MUX Multiplex
MBAL Manual Ballistics
MBC Missile Boresight Correlator N
MC Mission Channel, Mission Commander
MDDE Menu Driven Data Entry N North
MDS Minimum Detectable Signal, Mission Data Set N/A Not Applicable
MDT Mass Data Transfer, Mission Data Table N/M North Pointer/Meterstick
MER Multiple Ejector Rack NARF Navigation Alignment Refining Feature
MFD Multifunction Display (Unit) NARO Narrow
MFDS Multifunction Display Set NAV Navigation
MFL Maintenance Fault List NAV DB Navigation Database
MGC Manual Gain Control NC Non-Cooperative
MHz Megahertz NCTR Non-cooperative Target Recognition
MIDS Multifunctional Information Distribution System NFOV Narrow Field-of-View
MIF Missile-Inflight NM Nautical Miles
MIL-STD Military Standard NOGO Cannot Comply
MISC Miscellaneous NO RAD No Radiation
MIZ Missile Impact Zone NOM Nominal
MK Mark, a designation preceding model num- bers NORM Normal
MK INT Marker Intensity NOZ Nozzle
MKPT Markpoint NSTL Nose-Tail
ML Missile Launch NRM Normal
MLE Missile Launch Envelope ns, nsec nanosecond
MLG Main Landing Gear NT Neutral Track
MLNCH Missile Launcher NTO Not Timed Out
MM/mm Millimeter NVIS Night Vision Imaging System
MMC Modular Mission Computer NVM Nonvolatile Memory
MNEMONIC Code/display relating to memory NVP Navigation Pod
MMZ Missile Maneuver Zone NWS Nose Wheel Steering
MNL Manual NXT Next
MOD Modification
MON Monitor O
MP Monitor Program/Mission Planned
MPCTR HSD Map Center O2 Oxygen
MPD Mission Planning Data OA1 Offset Aimpoint 1
MPL Maneuver Potential Line OA2 Offset Aimpoint 2
MPPRE Mission Planned Preplanned OAP Offset Aimpoint
MPO Manual Pitch Overwrite OBST Obstacle
MPS Mission Planning Station OCT Octal
mR Milliradians (see MILS) OFLY Overfly
MRA Minimum Release Altitude OFTRK Offset Track
MRGS Multiple Reference Gun Sight OOB Out Of Bounds
MRIU Missile Remote Interface Unit OPER Operate, Operational
MRM Medium Range Missile OPS Operation
MRU Magnetic Receiver Unit OPT Option
ms, msec Millisecond, 1 ms = 0.001 second OSB Option Select Button
OVL Overlay
OVRD Override
OVRFLY Overfly

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P
PDU Pre-Briefed Submode, Playback RDR ALT Radar Altimeter
PFL Pilot Display Unit RDRCP Radar Coupled
PFLD Pilot Fault List RDRDE Radar Decoupled
PGM Pilot Fault List Display RDY Ready
Pickle Program, Precision Guided Munition REC Receive
The act of depressing weapon release button REL Release
Pipper Optical sight aim dot REL ANG Release Angle
PM Power Management REP Release Pulse
PNL Panel RET Reticle
POI Point-of-Interest RET DEPR Reticle Depression
POS Position Known Mode, Position RF Radio Frequency
PPLI Precise Participant Location and Identification RIU Remote Interface Unit
PPS Precise Positioning Service RKT Rocket
PR Pull-up Range RM Receiver Module
PRA Planned Release Angle RMAX Maximum Range
Pressure Altitude measured from standard sea level RMIN Minimum Range
Altitude pressure. Altitude 29.92 inches of mercury (1013Mbar) RMLG Right Main Landing Gear
Preplanned RNAV Area Navigation
PRE Pulse Repetition Frequency RNG Range
PRF Program ROB Range On Bearing
PRGM Primary Ropt Optimum Steering
PRI Profile RP Reference Point, Release Point,
PROF Pounds Per Square Inch Release Pulse
PSI Precision Targeting (HTS) RPM Revolutions Per Minute
PT Pointer (Laser Marker) RST Reset
PTR Pull Up Anticipation Cue R/T Receiver/Transmitter
PUAC An air-to-ground indication/cue, displayed on HUD RTAM Reset Transfer Alignment Message
Pull-up that requires immediate action to avoid ground RT HPT Right Hardpoint
clobber RTN Return
Pop-Up Point RTS Return-to-Search
PUP Paveway , Pratt & Witney RTT Round Trip Timing
PW Power RUK Range Unknown Submode
PWR Power RWR Radar Warning Receiver
RWS Range While Search
Q RWY Runway
Atmospheric pressure at airfield elevation RX Receiver
QFE Air pressure (Sea Level)
QNH Quantity S
QTY
S South
R S# Set number
SA Situation Awareness, Selective Availability
R Right SAASM Selective Availability Anti-Spoofing Module
RA Release Altitude SAD Search Altitude Display
RACK Mnemonic for loading rack store number and SAI Situation Awareness Indicator
quantities SALT System Altitude
RAD Radius SAM Surface-to-Air Missile
Radar A radar mile is the time required for one pulse of SBC Symbology Brightness Control
Mile energy to be transmitted 6000 feet and reflected SBIT Startup BIT
back to the receiver (12.4 microseconds) SC Scan Cycle, Special Channel
Raero Maximum Kinematic Flight Range SCP Signal Control Processor
RALT Radar Altimeter SD Shutdown
RAM Random Access Memory SDB Small Diameter Bomb
Raster Horizontal scan of the electron beam in a fixed TV SDC Signal Data Converter
format SDP Signal Data Processor
R/B Range/Bearing SEA Sea State Clutter Reduction Mode
RCCE, Reconnaissance SEC Secondary Mode
RECCE SEAD Suppression of Enemy Air Defenses targets
RCL Recall SEL Selective Emergency Jettison
RCVR Receiver SEL JETT Selective Jettison
RDR Fire Control Radar

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S T
SEQ Sequence T Training, track, TGP
SFW Sensor Fuzed Weapon T/R Transmit/Receive
SGL Single TA Threat Area, Transfer Alignment
SH Stored Heading TAA Target Aspect Angle, Threat Area
SIM Simulate TAC Avoidance
SIT Situation Target Tactical
SJ or S-J Selective Jettison Eleva- Height of target above mean sea level
SLAV, SLV Slave tion True Airspeed, Tail Actuator Subsystem
SLNT Silent TCN/TACAN Tactical Air Navigation
SMS Stores Management System TD Target Designator, Time Delay
SMTH Smooth ride option (TFR) TD Threshold Detect (AIM-9L/M), Target
SNAP Snapshoot gunnery (display) TE Detector
SNGL Single TEF Tactical Engagement
SNSR Sensor TER Trailing Edge Flaps
SOI Sensor of Interest TEWS Tactical Electronic Warfare System
Solution In air-to-ground modes, a symbol that indicates TF Triple Ejector Rack
Cue when bombs should be released to hit the target TF or Tf Terrain Following
SOP Standard Operational Procedure TFOV Time of Flight or Time of Fall
SP Snowplow TFR Total Field-of-View
SPD Speed TGM Terrain Following Radar
SPI System Point of Interest TGP Training Guided Missile
SQL Squelch TGT Targeting Pod
SR Smart Rack THDG Target
SRCH Search THLD True Heading
SRM Short Range Missile Threat Threshold
SS Snapshoot Warning A passive system which detects and
STA Station System identifies
STAT Status TI threat radar signals
STBY Standby TISL
STOR Stored TL Target Isolate
STOR HDG Stored Heading TLA Target Identification Set, Laser
Store Identifier for weapons/racks (SMS) TLL Tail
Number TM Target Locator Angle
STP/STPT Steerpoint TMD Target Locator Line
STRF Strafe TMP Track Mode, Telemetry
STRG Steering TMS Tactical Munitions Dispenser
ST SAM Single Target SAM T/O Temperature
STN Source Track Number, Station TOF Target Management Switch
STT Single Target Track TOI Takeoff
SW Software TOS Time of Flight
SY System Computed, System Measured (WCMD) TOT Target Of Interest
SYM Symbology TPNDR Time Over Steerpoint, Time On Station
SYNC Synchronization status TQ Time on Target
T/R Transponder
T-R Track Quality, Time Quality
TR Transmit/Receive
Track Threat Rings
Training
TRK To lock on a target with the radar and
TRNG continue following its position.
TUI Track
TV Training (LASER)
TWA Time Until Impact, Time Until Intercept
TWP Television
TWS Threat Warning Aux
TX Threat Warning Prime
TXA Track While Scan
Transmitter
Transfer Alignment

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BMS F-15C TRAINING MANUAL
4.37.4.1
U X
UAI Universal Armament Interface XMIT/XMT Transmit
UFC Upfront Controls XMTR Transmitter
UHF Ultra High Frequency XR Extended range
UI User Interface
ULFT Unified Loft Y
ULS Up-look Search
UNK Unknown Z
UNLK Unlock
UTC Universal Time Coordinated
UTM Universal Transverse Mercator
UV Ultraviolet

V Velocity, Volts
VAH Velocity, Altitude, Heading (HUD)
VEL Velocity
VG Aircraft Groundspeed
VHF Very High Frequency
VID Visual Identification
VIP Visual Initial Point
VIPCRP VIP/CCRP Combination
VIS Visual
VMS Voice Messaging System
VMU Voice Message Unit
VOL Volume
VOR VHF Omnidirectional Range
VRP Visual Reference Point
VRPCRP VIP/CCRP Combination
VS Velocity Search
VSR Velocity Search with Ranging
VV Vertical Velocity
VVI Vertical Velocity Indicator
VX X-Axis Velocity
VY Y-Axis Velocity
VZ Z-Axis Velocity

W West
WAC Wide Angle Conventional
WAR Wide Angle Raster
WAT Along track winds at run-in altitude
WCMD Wind Corrected Munitions Dispenser
WD Wide, Wind
WEZ Weapon Engagement Zone
WHOT White Hot
WL Waterline, a plane of horizontal reference on an
aircraft
WLCO Will Comply
WOB White on Black
WOW Weight-On-Wheels
WP/WPT Waypoint
WPN Weapon
W/SPAN Wingspan
WUP Warm-up
WVR Within Visual Range
WX Weather

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