1. Air Refueling Procedures Brief
UPDATED
MARCH 2012

2. FTI Procedures Filing Rendezvous Types and Procedures
AP1B GP
Rendezvous Types and Procedures
RV Alpha (Anchor)
RV Delta (Point Parallel)
RV Golf (En Route)
Checklist Management
Communications Plan
Air refueling area
RVIP/RVCP (ARIP/CP/CT)
Offset
FMS Setup
Seagull / RVIP-RVCP line
Recommended PFD Setup
Air refueling altitude, Air refueling track, Air refueling speeds
Overrun and Under-run Procedures
Closure
Closure from ½ mile to Contact Positions
Boom Limits Demo
Breakaway Procedures
Role Reversal Procedures
Recovery

3. Filing
AP1 B Chapter 4
AR example
GP Chapter 4
Flight plan example

4. AP1 B Track Name/Direction Navigation Comm/RV plan
AR Altitudes (Block)
Scheduling unit (preflight planning)
ARTCC (SODAR)
COMMUNICATION/RENDEZVOUS PLAN
a. Primary UHF
b. Backup UHF
c. APN 69/134/135 Settings (Beacon)
d. APX 78/Encode/Decode (Transponder)
e. TACAN Channels Receiver/Tanker

5. AP1 B Track Name/Direction Navigation Comm/RV plan
AR Altitudes (Block)
Scheduling unit (preflight planning)
ARTCC (SODAR)
COMMUNICATION/RENDEZVOUS PLAN
a. Primary UHF
b. Backup UHF
c. APN 69/134/135 Settings (Beacon)
d. APX 78/Encode/Decode (Transponder)
e. TACAN Channels Receiver/Tanker

6. DD175

8. Rendezvous RV Delta (Point Parallel)

9. Rendezvous: RV Golf (Enroute)

10. AR Training Flight Overview
Ground Ops- Per Formation FTI chapter.
Takeoff and depart to area as a formation.
If weather precludes section takeoff, use established rendezvous procedures to effect rejoin in the area.
Tanker to CP, Clears Receiver to rendezvous altitude and to IP.
Checklist
Comm Plan
Tanker Procedures.
Receiver Procedures.

11. Checklists Rendezvous /Pre-descent Checklist
1. Radios …………………………..Set (P,CP)
2. Crew..………………………Notified (P,CP)
3. Radar..………………………..Standby (CP)
4. TAS……………… As Req (CP)
5. Altimeters..…………………As Req (P,CP)
6. TACAN A/A……………….....As Req (CP)
7. MARSA (Tanker)………………Declare (P)
Prep for Contact (Completed before 1/2 mile)
1. Crew……………...Ready for Refueling (P)
2. Exterior Lights………………..As Req (CP)
3. Autopilot……………....Disengaged (P,CP)
4. Transponder…………………..…..Off (CP)
5. Seat Height……… Adjust as req (P,CP)
Simulated Contact
1. Position…………………Monitor (P,CP,OB)
After Air Refueling
1. After Refueling Report………..As Req (CP)
2. External Lights ………………..As Req (CP)
3. Transponder ……………………….Set (CP)
4. TAS……………………………As Req (CP)
5. Altimeters………………………..Set (P,CP)
6. Crew …………………………...Notified (P)

12. Communications Plan Interplane --- 140.525
(Pri)Interplane (Sec)
A/A TACAN--- 29Y receiver / 92Y tanker
Ensure TACAN is set To AA.

13. Simulated Air Refueling Area
Seagull Central working area.
Can coordinate any altitude block.
Accept MARSA and inform Seagull of multiple breakups and rendezvous.
Ensure lateral and vertical boundaries honored.
If needed can coordinate two blocks and designate longer IP/CP line or designate different IP/CP for alternate seagull procedures.

14. RVCP CRP 115/38
OFFSET
RVIP CRP 115/55

15. FMS SETUP INITIAL POINT CRP 115/55 CONTROL POINT CRP 115/38
HOLD POINT CRP 115/38
-- DISCONTINUITY --
SEAGULL BOUNDARIES

16. RECOMMENDED PFD DISPLAY
PRIMARY NAV – FMS
PRESET – VOR TUNED TO CRP
#1 NEEDLE – TCN (AIR-AIR)
#2 NEEDLE – VOR2 (DME FROM CRP)
COURSE – DETERMINED BY FMS
SPEED – A/R 150 TANKER / 180 SELECTED RECEIVER
HEADING – A/R OB OR IB WIND CORRECTED
PSA – TANKER ALTITUDE, SET PRIOR TO JOIN

17. Set up intercept between the RVCP and RVIP (CP in Green).
USE 2 mile OFFSET on FLT PLAN page.
3. Inhibit FMS sequence.
4. Verify offset on Progress Page.
OFFSET COURSE

18. Overrun/ Under-run Procedures
Tanker airspeed –
Receiver airspeed –
Receiver will then call “terminate overrun procedures” when within NM and below the tanker
UNDER-RUN
Receiver will then call “terminate under-run procedures” at NM and below the tanker
Increase to180KTS
Decrease to 150KTS ’
Decrease to 140KTS
Sets Max Cruise Power until 1NM ’

19. Receiver Closure Airspeed/ Altitude Schedule
3 NM
180 KIAS
1000’ below tanker
2 NM
1 NM
½ NM
170 KIAS
500’ below tanker
.3 NM
160 KIAS
300’ below tanker
Pre-contact
150 KIAS
15’ below tanker
Receiver Closure Airspeed/ Altitude Schedule
3 NM
KIAS
below tanker
2 NM
1 NM
½ NM
.3 NM
Pre-contact
500’ below .5 DME behind
1000’ below 1 DME behind

20. .3 DME /300 FT below

21. Receiver will stabilize 50’ behind on 30º bearing line
Precontact Position
PRECONTACT
Receiver will stabilize 50’ behind on 30º bearing line

22. Closure 3 Precontact
Precontact

23. KC-135 verse KC-10 position lights
Contact Position
CONTACT
KC-135 verse KC-10 position lights

24. KC-135 verse KC-10 position lights
Contact Position
CONTACT
KC-135 verse KC-10 position lights

25. Closure 4 Contact
Contact

26. Boom Limits KC-135 KC-10 Up/Down 30º ± 10 Left/Right ±10º
Fore/Aft – 18.3 ft
KC-10
Up/Down º ± 10
Left/Right ±19º
Fore/Aft – 21 ft

27. Boom Limits Demo Right Limit demo
The visual indications of the right position include lining up directly behind the tanker right engine inboard exhaust stack, and the tanker tail fixed on the top edge of the receiver windscreen.
The tanker vortices tend to push the receiver aircraft to the center. Inexperienced pilots will over correct when trying to return to centerline behind the tanker. Opposite aileron to the direction of drift back to center may be necessary to slow down the rate of return and avoid an overshooting oscillation. A technique for moving from center to the left or right is to ratchet the aircraft slowly to the outer limit then stabilize.

28. Boom Limits Demo Left Limit demo
The visual indications of the left position include lining up directly behind the tanker’s left engine inboard exhaust stack, and the tanker tail fixed on the top edge of the receiver windscreen.
The tanker vortices tend to push the receiver aircraft to the center. Inexperienced pilots will over correct when trying to return to centerline behind the tanker. Opposite aileron to the direction of drift back to center may be necessary to slow down the rate of return and avoid an overshooting oscillation. A technique for moving from center to the left or right is to ratchet the aircraft slowly to the outer limit then stabilize.

29. Breakaway Procedures “BREAKAWAY, BREAKAWAY, BREAKAWAY”
Either aircraft in the formation can call a Breakaway.
TANKER PROCEDURES
Increase power
Start a climb but do NOT decrease airspeed to lower than 150KTS
If in a turn, maintain established bank angle
Turn on Rotating Beacons
RECEIVER PROCEDURES
Receiver Pilot
Actuate autopilot/boom disconnect
Power to Idle
Start rate of descent away from Tanker
Transition to instruments
Props full forward if necessary to assure safe separation
Receiver Co-pilot
Actuate autopilot/boom disconnect switch
Turn on TAS
Keep Visual of Tanker confirming aircrafts are well clear

30. Role Reversal Procedures
Tanker
Turn to receivers’ reciprocal heading
With 3NM separation is attained with increasing DME. Coordinate a altitude swap
Descend to 1000’ below A/R altitude
Receiver
Maintain present airspeed and altitude till 3NM with increasing DME is attained
Climb to A/R altitude
When both aircraft report level at their respective altitudes, the “New tanker” will proceed to the ARCP. The “New Receiver” will proceed to the RVIP and give his simulated 15 min call.
The procedure for a RV Delta (point parallel rendezvous) is then initiated

31. QUESTIONS?