Understanding the Navigation Systems

Falcon BMS incorporates sophisticated navigation systems that closely mimic real-world avionics found in the F-16 Fighting Falcon. Key components include the Inertial Navigation System (INS), Global Positioning System (GPS), and Tactical Air Navigation (TACAN). Familiarity with these tools is crucial for accurate positioning, route planning, and execution of both deep strike and close air support missions. Each system has distinct strengths and limitations that a proficient pilot must internalize.

Inertial Navigation System (INS)

The INS is a self-contained system that uses accelerometers and gyroscopes to compute position, velocity, and attitude by dead reckoning. In Falcon BMS, the INS is initialized on the ground before takeoff. A proper INS alignment is critical: pilots must input the exact aircraft parking coordinates into the CDU (Control Display Unit) and allow the system to stabilize. Alignment can be performed in either normal mode (for ground missions) or stored heading mode (for quick turnarounds on the same airbase). During flight, the INS drifts over time—typically 0.5 to 2 nautical miles per hour depending on the simulation fidelity setting. Advanced pilots learn to recognize drift by comparing INS data with visual landmarks or TACAN fixes. The INS becomes indispensable when GPS signals are jammed, as it provides continuous, albeit gradually degrading, position data. Techniques such as zero velocity updates (when parked) or using landmarks for periodic correction are vital in electronic warfare environments.

Global Positioning System (GPS)

GPS offers the highest accuracy for navigation, providing position updates every second with an error margin of a few meters. In Falcon BMS, the GPS system is integrated with the flight computer. The pilot can select GPS as the primary navigation source on the HUD or HSI. Mastering GPS input includes entering steering cues from target coordinates, using the steerpoint (STPT) page on the DED (Data Entry Display) to load multiple waypoints from a mission file, and understanding the GPS health indications on the UHF panel. However, reliance on GPS can become a liability during advanced adversary (AI or human) SA-10/20 engagements where heavy jamming occurs. Pilots must be able to switch to INS-only mode and maintain situational awareness despite degraded accuracy. In the BMS 4.37 update, dynamic GPS jamming effects were further refined, making it essential to cross-check with TACAN and visual references.

Tactical Air Navigation (TACAN)

TACAN provides bearing and slant-range distance to a ground-based beacon. Falcon BMS models NAVAIDs such as airbase TACAN channels, tactical TACANs moved with forward operating bases, and even ship-based beacons. Using TACAN effectively requires selecting the correct channel (e.g., 110X), understanding that TACAN provides line-of-sight only, and interpreting the bearing/distance in the HSI. Pilots should practice flying a TACAN approach to a field under low-visibility conditions—a skill directly transferable to instrument approaches. TACAN can also be used as a backup for waypoint correction: by taking a fix on two different TACAN stations, a pilot can triangulate their position and update the INS manually via the INS update function on the CDU.

Advanced Navigation Techniques

Moving beyond basic system knowledge, implementing advanced techniques directly improves mission success and survivability. These include precise waypoint navigation, terrain masking integration, tactical use of the HSI, and time-over-target (TOT) management.

Waypoint Navigation and Route Planning

Creating a detailed route with multiple waypoints is the foundation of mission execution. In Falcon BMS, pilots input waypoints via the DED or by loading an external mission data file. Each waypoint can be assigned a steerpoint type (e.g., turn point, target, IP). Advanced users manipulate the steerpoint offset function to create offset aiming points for bombs or to mark threats. A key technique is to set waypoints not just as straight-line segments but as turning points that respect threat rings—using the mission planning tools (like the Mission Commander or Falcon View) to draw S-shaped routes that avoid SAM coverage. During flight, use the autopilot to fly waypoint-to-waypoint, freeing attention for scanning and countermeasures. Practice the steerpoint advance using the DED rocker switch or HOTAS commands to quickly cycle through routes without losing orientation.

Terrain Masking and Nap-of-the-Earth (NOE)

Terrain masking exploits the fact that radar waves travel in straight lines; by flying low behind hills, ridges, or urban structures, the aircraft becomes invisible to enemy ground radar and reduces visual detection range. This is essential in denied airspace. Falcon BMS models terrain elevation with high fidelity. The pilot must combine the HSI altitude readout, the radar altimeter, and the terrain contour displayed on the MFD (if using an external terrain-following system) to stay within 50–100 meters of the ground without crashing. Advanced techniques include:

  • Contour flying — following the terrain silhouette, maintaining constant ground clearance.
  • Vallie masking — using valleys and riverbeds to hide from early warning radars.
  • Pop-up maneuvers — climbing rapidly from behind a mask to acquire and engage a target, then descending back into cover.
  • Using the Terrain Avoidance Radar (TAR) — if your block model supports it, setting the radar to TAR mode to climb/descend based on the terrain ahead.

These skills are best practiced on a dedicated training map like Terrain Masking Training in the BMS community, where wires, towers, and ridge lines exist to challenge pilots.

Horizontal Situation Indicator (HSI) Mastery

The HSI is the pilot’s primary orientation instrument. In Falcon BMS, it shows your aircraft heading, course deviation (CDI), bearing pointers to selected waypoints or TACAN stations, and a compass rose. To use it effectively for navigation:

  • Set the course pointer to the desired bearing to the next waypoint. This makes the CDI show left-right deviation from the planned route.
  • Use the bearing pointers (two pointers for ADF/TACAN) to cross-check your position relative to a NAVAID. For example, if pointer 1 points to a TACAN at 045° and you are flying 045°, you know you are on the radial.
  • Mark your own position by pressing the MARK point key on the DED while over a known landmark; the system stores a steerpoint at that location.
  • Practice flying a standard pattern (e.g., holding pattern) using only the HSI and no outside visual cues. This builds instrument scan discipline.

Time-on-Target (TOT) and Timing Techniques

Coordinating multiple strike packages or CAS flights requires precise timing. TOT management starts with mission planning: calculate required ground speeds based on wind and cruise altitude, then set a desired TOT on the CDU. In flight, use the STEER page to monitor the estimated time to the steerpoint and adjust power or route accordingly (e.g., lengthening a leg by ten degrees to increase time). Use the clock on the HUD (the Zulu time or mission time) for coordination. A useful technique is to set a hold point waypoint before the target where flights can orbit and adjust spacing. For realistic combat, never rely on a single TOT technique; practice both speed control (changing Mach) and path stretching (adding S-turns while staying masked).

Instrument Approaches and Recovery

Returning to a possibly damaged airfield or landing under low ceilings demands precision instrument approaches. Although Falcon BMS does not include a full ILS system for every runway, it does provide VASI/PAPI systems and a precision approach radar (PAR) system for certain airbases (like Kunsan, Osan, etc.).

VASI/PAPI Visual Approach

Use the visual glide slope indicators on the runway approach end. The pilot must fly the aircraft to stay on the correct glidepath (e.g., red over white = on slope). This is best combined with a TACAN final approach course. Practice at night in a heavy rain setting (reduced visibility) to simulate realistic weather.

TACAN Approach

A TACAN approach is a non-precision approach using lateral guidance. The procedure is: 1) Tune the TACAN channel of your destination airfield. 2) Fly to the TACAN fix (usually the field location). 3) From the fix, fly outbound on the approach radial. 4) Perform a procedure turn inbound. 5) Descend to the minimum descent altitude (MDA) and look for the runway environment. In BMS, you can simulate this by creating a runway threshold steerpoint at the near end of the runway. Combine with the radar altimeter to maintain altitude. For greater realism, use the altimeter setting from the latest ATIS and adjust for barometric pressure.

FLOLS and Carrier Landing (if applicable)

While not a focus of the F-16, Falcon BMS includes carrier operations with the F-14 (ThirdWire) or F/A-18 (if modded). These require FLOLS (Fresnel Lens Optical Landing System) or a standard TACAN approach. Advanced navigation here involves understanding the approach speed indexer and the lineup cues.

Operational Integration: Navigation in Combat

Navigation does not exist in a vacuum. It is deeply intertwined with threat awareness, countermeasures, and weapons employment.

Threat Avoidance Using Navigation

Before a mission, populate your threat waypoints—place steerpoints at known SAM sites, AAA positions, and radar pickets. During flight, use the ICA (Integrated Countermeasures/CA) system to show threat rings on your HSD (Horizontal Situation Display). Using navigation, route around these rings. In the evasion phase, if forced to penetrate, use terrain masking and jamming to reduce exposure time. An advanced technique is the clocking method: while in a SAM engagement zone, use your HSI to keep the SAM site at a relative bearing that minimizes antenna exposure (e.g., always keep the SAM at 3 or 9 o’clock to present a small profile).

Delivering precision munitions like GBU-24s or JDAMs relies on accurate steerpoint coordinates. Use the navigation systems to get precisely over an IP (Initial Point) and then execute a toss delivery. The TGP (Targeting Pod) can be slaved to a steerpoint, but the steerpoint itself must be correctly placed. Practice coordinated coordinate entry from a kneeboard or DTC (Data Transfer Cartridge). Using the OTW (Out-the-Window) environment, cross-check your navigation with visual features to confirm your steerpoint location before ordnance release.

Even in high-speed BVR engagements, navigation matters. Knowing your position relative to the merge and the friendly/bandit area boundaries ensures you stay in the correct airspace and can link up with your wingman after a split. Use the SA page (Situational Awareness) that shows both flight path history and waypoints. A common technique is to set a steerpoint at the expected merge point, then use time-to-steerpoint to judge when to turn cold.

Real-World References and Community Resources

For deeper understanding, consult the official Falcon BMS Manuals which detail all avionics procedures. Real-world references such as the US Air Force’s Air Force Pamphlet 11-216 (Navigation) or the F-16 Flight Manual (TO 1F-16A-1) can provide background on INS alignment, GPS integration, and instrument procedures. Additionally, the BMS community forums offer training missions and videos. For terrain masking instruction, check resources like the BMS Training Channel for step-by-step guidance.

Practical Drills for Mastery

To ingrain these techniques, establish a regular practice regimen:

  1. INS/GPS Alignment Drill — Start cold on the ramp, perform full alignment, then fly a short route with GPS jammed (simulate by turning off GPS in the avionics state). Revert to INS/TACAN only and verify your accuracy by overflying a known landmark.
  2. Terrain Masking Obstacle Course — Use the Nellis Air Force Range (R-2508) scenario, fly a routing over mountainous terrain at 100 ft AGL using only the terrain contour on the MFD. Have a wingman debrief your max altitude deviation.
  3. Time-on-Target Race — Set a TOT for a waypoint 100 nm away. Then, without using autothrottle, adjust your speed to cross the waypoint within ±5 seconds of the assigned time. Repeat with wind shifts.
  4. PAR/ASR Approach — In a multiplayer session, request a simulated GCA (Ground Controlled Approach) from an intercept controller (if available). Follow the verbal corrections for heading and altitude down to minimums.
  5. Navigation Failure Simulation — Disable all navigation systems except a compass and stopwatch. Navigate on a cross-country route using pilotage and dead reckoning alone. This is the ultimate test of spatial awareness.

Final Considerations

Advanced Falcon BMS navigation is not merely a set of button pushes—it is a disciplined mental process of integrating system data with visual cues, threat geometry, and time constraints. The most realistic combat scenarios (dynamic campaigns, player-versus-player SEAD missions) demand that every turn, every altitude change, and every speed adjustment be guided by a solid navigation plan. By mastering INS/GPS/TACAN fusion, terrain masking, and TOT management, you will increase not only your mission effectiveness but also your immersion in the simulation. Continuous practice with the techniques detailed above, supplemented by community resources and real-world procedures, will elevate your virtual combat performance to a level indistinguishable from real fighter operations.