Introduction: Why a Proper Cold Start Matters in Falcon BMS

Replicating a realistic cockpit experience in Falcon BMS hinges on mastering the cold start procedure. Unlike simplified arcade sequences, BMS models the F-16's electrical, pneumatic, and fuel systems with remarkable depth. Starting from a "cold and dark" state means every switch, light, and gauge behaves as it would in the real aircraft. This not only deepens immersion for virtual pilots but also develops the muscle memory and checklist discipline required for real-world operations. Whether you are building a home cockpit or refining your setup with peripherals, a structured cold start ensures your hardware, software, and pilot workflow are synchronized.

Preparation Before Starting

Cockpit Hardware Configuration

Before you enter the virtual cockpit, verify that all physical controls are correctly mapped and calibrated. This includes your throttle quadrant, rudder pedals, control stick, and multifunction button boxes. Pay special attention to switches that are critical during startup: battery, APU, fuel pumps, and master engine switches. Use software like Falcon BMS's own Controls Setup screen to assign each switch to a unique keyboard or controller key. If you use a USB interface card (e.g., Bodnar or Leo Bodnar boards), confirm that Windows sees each button press correctly and there are no ghost inputs.

Software and Configuration Profiles

Ensure your Falcon BMS installation is up to date with the current theater and data cartridges. Many cold-start quirks are theater-specific, such as starting with an aligned INS or using external power. Load a dedicated profile that matches your desired startup scenario: "Cold and Dark" with parking brakes engaged, canopy closed, and all systems off. Consider installing add‑on tools like WeaponReload or community-made startup checklists to enhance realism. Also verify that your sim runs at stable frame rates; a stutter during engine start can cause misreads of RPM or EGT.

Pre‑Start Cockpit Sweep

Once the sim loads, perform a visual sweep of the cockpit. Confirm the EPIP (Engine Performance Indicator Panel) is dark, the HUD is black, and the MFDs are blank. Check the exterior view to ensure the canopy is closed if you prefer a closed‑cockpit start. Engage the parking brake by pressing the brake pedal or assigned key. Reset the throttle to idle and the fuel flow master switch to NORM. Verify that the right‑hand console panels (e.g., ELEC, APU, HYD) show default positions. If you are flying with other aircraft in multiplayer, coordinate a common startup time to avoid engine start‑up conflicts.

Step‑by‑Step Cold Start Procedure

1. Battery Activation

Locate the battery switch on the left‑side main panel (typically labeled "BATT SWITCH"). This is a three‑position switch: OFF/MAIN/MAIN & EMER. Set it to MAIN to connect the main 28‑VDC bus. The MASTER CAUTION light will flash momentarily as the electrical system initializes. Wait for the left MFD to power up and display the MISC page. If you have an external battery cart, you may skip this step and use external power first, but for a fully independent start, begin with the main battery.

2. Auxiliary Power Unit (APU) Start

The APU supplies bleed air for engine start and provides emergency electrical power. Move the APU switch on the APU panel (right console) to START. Watch the APU RPM gauge rise. It should stabilize at 100% RPM within 10–15 seconds. The APU READY light will illuminate once the unit is stable. Do not proceed until you see this light. The APU also drives the hydraulic pump for landing gear strut pressurization, so you may hear the pump cycling. Keep the APU running throughout the entire start sequence.

3. External Power Connection (Optional)

If your cockpit setup includes a simulated GPU (Ground Power Unit) or you prefer to simulate a ground power hookup, activate the external power switch. This is located on the right console near the ELEC panel. The EXT PWR light should illuminate green. Using external power reduces the load on the battery during start and is realistic for many airbase procedures. However, for a pure self‑start, you can skip this step and rely on the APU.

4. Fuel System Pre‑Start

Ensure the fuel system is ready to supply the engines. Switch the main fuel pump and wing fuel pump switches to ON. Monitor the fuel quantity indications on the left DED (Data Entry Display). Fuel flow should read zero at this point. Verify the fuel boost pump (if available) is set to NORM. Check the fuel tank pressure and vent valves; they should be in the normal flight positions. If your theater uses a fuel simulator, also verify there are no leak indications.

5. Hydraulic and Pneumatic Systems

The hydraulic system maintains control surface actuation and landing gear operation. Check the hydraulic pressure gauge on the right console; it should indicate zero with the engine off. The APU will pressurize the hydraulic system only for the accumulator. Turn the hydraulic system switch to ON (or AUTO, depending on your F-16 block). The system will remain pressurized by the APU until engine start. For the pneumatic system, ensure the bleed air switch is set to NORM. You may also verify the bleed air source is selected to the APU for engine start air.

Engine Startup Sequence

Engine Master Switches and Ignition

Before introducing fuel, confirm that the throttle is at IDLE. Move both engine master switches (located on the left console) to ON. This arms the ignition system but does not start the engine yet. Next, engage the ignition switch – typically a two‑position toggle: OFF/ON. Set it to ON. You should hear a high‑pitched whine from the igniters. Some BMS setups require holding the switch momentarily; check your controller mapping.

Starter Engagement and Engine Rotation

Push the starter button (or move the starter switch to START) and hold it for about 2 seconds. The starter will spin the first‑stage compressor (N2) and then the fan (N1). Watch the RPM gauges on the EPIP. N2 should rise to about 20–30% within a few seconds. If the starter disengages prematurely, you may need to hold the switch longer or increase hydraulic pressure. Once N2 reaches 20%, the fuel flow will automatically begin. Confirm that fuel flow indicator shows positive flow (gallons per hour).

Monitoring Engine Parameters

As the engine lights off, monitor exhaust gas temperature (EGT) – it will spike to around 700–800°C before settling to idle (450–550°C). Do not exceed 950°C; if EGT spike is too high, abort the start. Verify oil pressure climbs above 25 PSI. The N1 and N2 stabilise at idle values (N1 ~ 50–55%, N2 ~ 85–90%). Once both engines (if twin‑engine) are stable, move the throttle slightly forward to increase RPM and test governor response. Let the engine run at idle for at least 30 seconds to equalise temperatures.

APU Shutdown (After Engine Stabilisation)

After the engine is running smoothly, switch the APU switch to OFF. The APU RPM will decay and the APU READY light will extinguish. Verify that the main generator is online by checking the GEN light on the ELEC panel. If the generator does not come on automatically, engage it manually. Now the aircraft is self‑sufficient.

Post‑Start Systems Checks

Avionics and INS Alignment

Bring the MFDs online by selecting appropriate pages (FCR, MISC, HSD). Align the Inertial Navigation System (INS) by pressing the INS switch to STBY then NAV. Wait for the INS to align; this usually takes 2–5 minutes in BMS. During alignment, do not move the aircraft. Once aligned, the HUD will display flight symbology and the navigation solution will be valid. If you have a moving map device, verify time integration.

Flight Control Check

Engage the FCS (Flight Control System) by moving the FCS switch to NORM. With the parking brake set, gently move the stick in all axes. The control surfaces should respond: ailerons, elevator, and rudder. Listen for hydraulic sounds; the surfaces should move smoothly. If you have a force‑feedback stick, ensure the centering forces feel normal. Check the FLCS status page on the MFD for any failure warnings.

Communication and Navigation Radios

Set the UHF and VHF radios to the required frequencies for your departure airbase. Tune the TACAN or ILS as needed. Test the comm‑panel by transmitting a brief call (e.g., "Ground, request taxi"). Verify that your audio panel is correctly routing incoming signals to your headset. If you use a radio overlay module, confirm PTT mappings.

Final Cockpit Sweep

Before taxi, perform a last sweep: landing gear handle is DOWN and locked, speedbrakes are closed, canopy is secure, all caution lights are off except those expected (e.g., Master Caution if a minor fault exists). Check fuel totaliser and time to bingo. Ensure the parking brake is still set. Review the checklist for your specific F-16 block (f.16a, f.16c, etc.) as some switches change locations.

Readiness for Taxi and Takeoff

With the cold start complete, you are ready to taxi. Release the parking brake, respond to ground control, and follow the taxi route to the runway. During taxi, continue to monitor engine instruments – especially temperatures and oil pressure at low power. Perform a full‑stroke flight control check on the runway before lining up. Your authentic cockpit setup should now provide a seamless transition from cold dark to airborne. For further refinement, review the official Falcon BMS FAQ or community‑created startup guides for block‑specific procedures.