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F16C/D. FLIGHT MANUAL (2002) - page 30

T.O. GR1F16CJ1

PX II

With certain failures of the INS

with ILS selected, a fixed aircraft

reference symbol is displayed at zero

degrees azimuth, 11 degrees below the

boresight symbol. This symbol is for ILS

deviation reference in conjunction with

the horizontal and vertical deviation

bars. The aircraft reference symbol

should not be used for attitude reference.

Avoid touching the canopy transparen

cy, canopy frame or placing arms on the

canopy body positioning handles dur

ing IMC. Contact may produce severe

shock as a result of static discharge.

NOTE

When rotating the HSI course setting

from an eightunit digit to a nineunit

digit (e.g., 018 to 019), the tens digit

may rotate prematurely causing a

10degree reading error (e.g., 029).

Crosscheck counter setting with

course arrow reading to insure proper

course setting.

Electrical transients (particularly

during the EPU check) may cause the

INS to revert to use of the last

manually entered magnetic variation.

Under these conditions, the accuracy

of heading information displayed on

the HSI and HUD depends upon the

manual magnetic variation value

entered. If magnetic heading error is

suspected, confirm that automagnetic

variation is in use or that the correct

local magnetic variation is entered.

PX III

The EGI does not use navigational

aid assigned variation to compute course

display for TACAN, VORTAC, VOR, or

VORDME points retrieved from the

database. Rather, the magnetic variation

at the aircraft present position is used for

course computation and display.

HOLDING

Holding airspeed is 200250 knots (maximum

endurance airspeed recommended).

PENETRATION

Penetrations are normally flown at 300 knots, speed

brakes as required, and throttle at IDLE.

INSTRUMENT PATTERN/APPROACHES

Refer to figure 71 for a typical TACAN holding,

penetration, and approach. Refer to figure 72 for a

typical GCA. Instrument patterns are normally

flown at 200250 knots clean. Approaching final,

lower the LG, slow the aircraft, and fly final

approach at 13 degrees AOA maximum.

MISSED APPROACH

Advance throttle as required, close speedbrakes, and

retract LG after a positive climb is established. Ad

just throttle to maintain between 200250 knots.

Pitch transients resulting from LG and TEF changes

are mild and require minimum control compensation.

TURBULENCE AND THUNDERSTORMS

Avoid flight in turbulent air, hailstorms, and

thunderstorms. There is a high probability of

damage to airframe and components from impact

ice, hail, and lightning. Thunderstorm penetration

airspeed is 300 knots or optimum cruise airspeed,

whichever is lower. At high airspeeds, personal

discomfort and structural stress are greater. At

slower airspeeds, controllability is reduced and inlet

airflow distortion due to turbulence may cause

compressor stall and/or engine stagnation.

The GM mode of the radar can be used as an aid in

navigation between or around storm cells. Refer to

T.O. GR1F16CJ3411 for expanded information. If

entry into adverse weather cannot be avoided, the

following procedures should be used:

PROBE HEAT switch - Check PROBE HEAT.

FLOOD CONSOLES knob - HIGH INT.

ANTI ICE switch - ON.

Airspeed - 300 knots or optimum cruise,

whichever is lower.

NOTE

Severe turbulence causes variations in

airspeed and altitude. Do not change

throttle setting except for extreme

airspeed variations.

T.O. GR1F16CJ1

GR1F-16CJ-1-0132X37

NOTE:

LG DN

THROTTLE AS REQUIRED

AOA 13 DEGREES (MAX)

SPEEDBRAKES OPEN

AIRSPEED 300 KNOTS

SPEEDBRAKES AS REQUIRED

ALTIMETER SET

AIRSPEED 200-250 KNOTS

THROTTLE AS REQUIRED

SPEEDBRAKES CLOSE

LG UP

FINAL

APPROACH FIX

TACAN APPROACH

PENETRATION DESCENT

HOLDING (ALL ALTITUDES)

MISSED APPROACH

THROTTLE IDLE

INITIAL

APPROACH FIX

AIRSPEED ACCELERATE

TACAN Holding, Penetration, and Approach

(Typical)

TO 200-250 KNOTS

A typical straight-in penetration and approach require approximately 400 pounds of fuel for a drag index of 0 and

600 pounds of fuel for a drag index of 200.

Figure 71.

T.O. GR1F16CJ1

GR1F-16CJ-1-0133X37

THROTTLE AS REQUIRED

SPEEDBRAKES CLOSE

LG UP

LG CHECK DN

SPEEDBRAKES OPEN

AOA 13 DEGREES

(MAX)

AIRSPEED 200-250

KNOTS (LG UP)

LG AS REQUIRED

SPEEDBRAKES AS

REQUIRED

AOA 13 DEGREES

(MAX) (LG DN)

BASE

FINAL

MISSED APPROACH

ENTRY/DOWNWIND

NOTE:

GCA (Typical)

AIRSPEED ACCELERATE

TO 200-250 KNOTS

A typical GCA pattern requires approximately 400 pounds of fuel for a drag index of 0 and 700 pounds of fuel for

a drag index of 200.

Figure 72.

T.O. GR1F16CJ1

NOTE

An extremely loud screeching noise

may be heard in the headset while

flying in cirrus clouds or in the vicinity

of thunderstorms. The noise may be

eliminated by turning the UHF or VHF

radio off, by turning the volume(s)

down, or by changing UHF antenna

positions.

When flying in heavy rain, water tends

to be aerodynamically held on the

forward portion of the canopy. At

higher airspeeds, this condition may

obscure visibility as much as 30

degrees back on each side of the

canopy. On final approach, the water is

generally confined to the position of

the canopy immediately in front of the

HUD. It may be necessary to look out

the sides of the canopy to acquire the

runway and to flare and land the

aircraft.

COLD WEATHER OPERATION

Engine operation under the following

conditions may result in engine dam

age due to icing:

Ambient temperatures between

F (-7

C) and 45

F (7

C) with

precipitation (rain, fog, sleet, or

snow).

Dewpoint within 9

F (5

C) of

ambient temperatures between

F (-4

C) and 45

F (7

C).

Ambient temperature below 45

C) with standing water or a

mixture of water with ice or snow

within the immediate proximity of

the engine inlet.

BEFORE ENTERING COCKPIT

All accumulated ice and snow must be removed from

the aircraft before flight is attempted. Insure that

water does not accumulate on control surfaces or

other critical areas where refreezing may cause

damage or binding.

Do not permit ice to be chipped or

scraped away.

BEFORE STARTING ENGINE

Extreme cold temperature may require cockpit

preheating to ease operation of rotarytype switches.

The canopy may not latch on battery power alone.

Start the engine with the canopy closed as much as

possible.

If there is visible moisture and ambient temperature

is 45

F (7

C) or less, place the ANTI ICE switch to

ON. This reduces ice buildup on the engine front

face, eliminates ice on the heated inlet strut, and

reduces the possibility of ice ingestion.

STARTING ENGINE

If the aircraft is serviced with MILH5606 hydraulic

fluid and the aircraft has cold soaked for more than

1 hour at temperatures below -40

F (-40

C), do not

start the JFS until ambient temperature increases

to above -40

F (-40

C) for at least 2 hours or until

the engine bay is preheated. For temperatures above

-40

F (-40

C), refer to JET FUEL STARTER

LIMITS, Section V.

If the aircraft is serviced with MILH83282

hydraulic fluid and the aircraft has cold soaked for

more than 1 hour at temperatures below -20

(-29

C), do not start the JFS until ambient

temperature increases above -20

F (-29

C) for at

least 2 hours or until the engine bay is preheated. For

temperatures above -20

F (-29

C), refer to JET

FUEL STARTER LIMITS, Section V.

During cold start, oil pressure may be 100 psi for up

PW 229

1 minute,

129

2 minutes.

AFTER ENGINE START

EPU fuel quantity can indicate as low as 90 percent

at temperatures below 40

F (4

C).

For rapid cockpit warming, position the TEMP knob

to the desired MAN WARM range. Position the

RADAR to off and the DEFOG lever as required to

clear fogging. After the cockpit reaches a comfort

able temperature, select a setting within the AUTO

range. If the engine was started with the canopy

unlatched, wait approximately 10 minutes to warm

the canopy before fully closing it.

If probe icing is evident or suspected, turn the

PROBE HEAT switch to PROBE HEAT at least 2

minutes prior to accomplishing the FLCS BIT.

T.O. GR1F16CJ1

If probe heat is on or has been on, heat

in probes may be sufficient to cause

injury if touched.

If the aircraft has cold soaked at

temperatures below -20

F (-29

C),

repeated brake applications (2530)

may be required before the brakes

work effectively.

TAXI

To avoid brake icing, do not taxi in deep water, slush,

or deep snow. When taxiing on ice or hard packed

snow, NWS may not be completely effective. Use a

combination of NWS and differential braking to

maintain directional control. Taxi at a safe speed

considering surface condition, GW, slope, and thrust.

If the aircraft has cold soaked at temperatures below

-20

F (-29

C), the NWS may initially be sluggish,

but controllable.

Probe internal icing must be suspected

anytime the aircraft has been exposed

to near or below freezing conditions on

the ground. Internal icing may be

difficult to see and may remain present

even when current conditions do not

appear conducive to ice formation.

Turn probe heat on at least 2 minutes

prior to takeoff anytime icing of probes

is possible.

If unable to control taxi speed or

direction, immediately shut down the

engine.

NOTE

After cold soaking at temperatures

below 0

F (-18

C), be alert for flat

MLG struts.

TAKEOFF

If the aircraft has cold soaked at temperatures below

-20

F (-29

C), LG retraction times may be

significantly increased. In addition, the nose gear

door may fail to close. If the nose gear door can be

visually confirmed as the only LG component that has

failed to retract/close, then up to two extend/retract

cycles can be made in an attempt to achieve a normal

LG up condition. Observe LG extended or in transit

limitations, Section V.

IN FLIGHT

Flight in areas of icing should be avoided whenever

possible. If icing conditions are anticipated or cannot

be avoided, turn ANTI ICE switch to ON and PROBE

HEAT switch to PROBE HEAT. Frequently check

the aircraft leading edges for indication of ice

buildup. Make all throttle movements slower than

normal when in potential icing conditions to reduce

possibility of engine stalls and/or stagnation.

Consider diverting to an alternate field if required to

avoid icing conditions.

LANDING IN ICY OR WET CONDI

TIONS

Icy or wet runway conditions may pose severe

problems in directional control and braking

effectiveness due to hydroplaning. Although

possible, total hydroplaning is not expected below

130 knots groundspeed. Partial hydroplaning can

occur to varying degrees below 130 knots. Once

hydroplaning occurs, it can continue to speeds well

below the onset speed. Wheel spinup must occur to

permit normal antiskid braking. Hydroplaning can

prevent wheel spinup and can occur on runways

which only appear damp if heavy braking is applied

at high speeds. Hydroplaning tendency increases

with water depth and with smooth runway surfaces

such as rubber deposits or paint stripes.

LESS

b2t

Approach and touchdown are the same as

for a short field landing on a dry runway.

Immediately after touchdown, make a deliberate

effort to be sure brakes are not applied while using

the rudder. Deploy the drag chute (if required)

immediately after touchdown. Use twopoint

aerodynamic braking until approximately 100

knots; then fly the nosewheel to the runway.

Maximum effective twopoint aerodynamic braking

is achieved at 13 degrees AOA. After the nosewheel

is on the runway, open the speedbrakes fully and

maintain full aft stick for maximum threepoint

aerodynamic braking and wheel braking effective

ness. Test for braking effectiveness before using full

T.O. GR1F16CJ1

continuous braking by momentarily depressing

pedals, fully releasing pedals for at least onehalf

second, and then depressing pedals again. This

technique gives the wheels a better opportunity to

spin up if hydroplaning conditions exist. If braking

effectiveness is not felt, continue to pump brakes as

speed decreases, making sure pedals are momen

tarily fully released between applications. Use

continuous braking after braking effectiveness is

felt. As speed decreases, the antiskid system will

increase deceleration accordingly.

LESS

b2t

When stopping distance is critical, wheel

braking should be initiated when below 100 knots.

Wheel braking effectiveness at high speeds is very

low compared to twopoint aerodynamic braking

effectiveness. Low deceleration at high speed may be

mistakenly interpreted as a brake or antiskid

failure. If braking effectiveness or anti skid cycling

is not perceived, release brakes momentarily and

then reapply brakes. When the wheel brakes become

effective, the nose will automatically lower. After the

nosewheel is on the runway, maintain full aft stick,

open the speedbrakes fully, and use continuous

maximum braking. Do not hesitate to lower the

hook, if required.

LESS

b2t

If crosswinds preclude maintaining

twopoint aerodynamic braking, test for braking

effectiveness as previously discussed before using

full continuous braking. Continue to pump the

brakes until braking effectiveness is felt and speed

is below 100 knots.

b2t

Approach and touchdown are the same as for a

short field landing on a dry runway. Immediately

after touchdown, make a deliberate effort to be sure

brakes are not applied while using the rudder. Use

twopoint aerodynamic braking until approximately

100 knots; then fly the nosewheel to the runway.

Maximum effective twopoint aerodynamic braking is

achieved at 13 degrees AOA. After the nosewheel is on

the runway, open the speedbrakes fully and maintain

full aft stick for maximum threepoint aerodynamic

braking and wheel braking effectiveness. When

wheel brakes are used, they should be continuously

applied.

b2t

When stopping distance is critical, continuous

maximum wheel braking should be initiated in the

twopoint attitude. Wheel braking effectiveness at

high speeds is very low compared to twopoint

aerodynamic braking effectiveness. Low deceleration

at high speed may be mistakenly interpreted as a

brake or antiskid failure. When the wheel brakes

become effective, the nose will automatically lower.

Do not hesitate to lower the hook, if required.

LESS

b2t

Continuous wheel braking

above 100 knots is not recommended.

Hydroplaning may prevent spinup of

both MLG wheels and wheel brakes

may become operative without anti

skid protection. Locked wheels and

subsequent blown tires can occur.

Rubber deposits on the last 2000 feet of

a wet runway make directional control

a difficult problem even at very low

speeds. Braking should be started in

sufficient time to avoid excessive

braking on the last portion of the

runway.

HOT WEATHER AND DESERT GROUND

OPERATION

Hot weather and desert ground operation requires

that added precautions be taken against damage

from dust, sand, and high temperatures. Particular

attention should be given to those components and

systems (engine, fuel, oil, hydraulic, pitotstatic,

etc.) which are susceptible to contamination,

malfunction, or damage from sand and dust. Inspect

the pistons on the LG and have them cleaned as

required. Check the engine inlet duct for sand

accumulation. During conditions of blowing sand

and dust, the canopy should be closed and sealed and

all protective covers installed when the aircraft is

not in use.

In hot, humid conditions, fogging of the exterior

canopy surface after flight may reduce visibility to

the point where the canopy must be opened prior to

taxiing. Stow all equipment prior to opening the

canopy.

VOLCANIC ASH OPERATION

GROUND OPERATIONS

Modified ground operations on an airfield which has

experienced volcanic ash fallout are required even

after cleanup is complete.

T.O. GR1F16CJ1

For preflight, carefully inspect the following areas

for volcanic dust:

ECS ram inlet ducts.

Engine inlet.

LG strut chrome surface.

Pitot tube, air data probes, and AOA probes.

Static ports.

After engine start, keep ground operation time and

thrust to a minimum and run airconditioning at full

cold setting, if practical. Do not use antiice unless

required.

Taxi at a safe speed considering surface conditions,

GW, slope, and thrust. As volcanic ash, especially

when wet, reduces RCR, perform a rolling takeoff, if

possible.

Consider increasing the interval between takeoffs to

allow clouds of suspended volcanic ash to clear.

After landing, consider shutting down the engine

and have aircraft towed to the parking area.

Use RCR of 18 for dry volcanic ash and 10 for wet

volcanic ash if actual RCR value is unknown.

INFLIGHT OPERATIONS

Flight in a volcanic ash environment is extremely

hazardous. Airborne radar does not detect ash

clouds which visually are easily mistaken for normal

clouds.

Some indications of volcanic ash cloud penetration

are:

Acrid odor.

Canopy opaquing.

Engine exhaust torching.

Engine surges/malfunctions.

Erroneous airspeed indications/fluctuations.

FTIT rise.

Saint Elmo's fire.

Volcanic ash entering cockpit.

Upon detecting volcanic ash cloud penetration,

reduce thrust and maintain minimum thrust

required to sustain flight, exit the volcanic ash

environment, and land as soon as practical. Do not

use antiice unless required.

PW 229

Engine operation above 80 percent rpm while

ingesting volcanic ash may cause buildup of melted

ash on turbine hardware and possible engine stalls.

If possible, keep rpm at 80 percent or less until clear

of volcanic ash.

T.O. GR1F16CJ1

Change 181

SECTION VIII

AIR REFUELING PROCEDURES

TABLE OF CONTENTS

Page

Introduction

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Control of Tanker/Receiver Forces

. . . . . . .

Wingman Receiver Responsibilities

. . . . . .

Airspeeds and Altitudes

. . . . . . . . . . . . . . . .

Fuel Reserve Requirements

. . . . . . . . . . . . .

Weather

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Refueling Transfer Rate

. . . . . . . . . . . . . . . .

Communications

. . . . . . . . . . . . . . . . . . . . . . .

Oral Communications

. . . . . . . . . . . . . . . .

Visual Signals

. . . . . . . . . . . . . . . . . . . . . . .

Hot Armament Procedures

. . . . . . . . . . .

Lighting

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Receiver Director Lights KC135

811

. . . . . .

Receiver Director Lights

KC10/KDC10

811

. . . . . . . . . . . . . . . . . . . .

Navigation and Position Reporting

811

. . . . . .

Post Air Refueling

812

. . . . . . . . . . . . . . . . . . .

Flying Safety

812

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Boom Envelope Limits

812

. . . . . . . . . . . . . . . . . .

Air Refueling Procedures

817

. . . . . . . . . . . . . . . . . .

Departure/Enroute Procedures

817

. . . . . . . . . .

Cell Leader Responsibility

817

. . . . . . . . . . . .

Buddy Departure

817

. . . . . . . . . . . . . . . . . . . .

Taxi

817

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LineUp

817

. . . . . . . . . . . . . . . . . . . . . . . . . .

Takeoff

817

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Aborts During Takeoff

817

. . . . . . . . . . . . .

Element JoinUp and Climb

817

. . . . . . . .

Element Cruise Formation

818

. . . . . . . . . . .

Force Extension Procedures

818

. . . . . . . . . .

VMC Procedures

819

. . . . . . . . . . . . . . . . . .

IMC or Night Procedures

819

. . . . . . . . . .

Post Refueling Procedures

819

. . . . . . . . .

Lost Wingman Procedures

819

. . . . . . . . . . . .

Abort Procedures

820

. . . . . . . . . . . . . . . . . . . .

Rendezvous Procedures

820

. . . . . . . . . . . . . . . . .

Altimeter Settings

820

. . . . . . . . . . . . . . . . . . .

Rendezvous Altitude Block

820

. . . . . . . . . . .

Track

821

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tanker Rendezvous Equipment

821

. . . . . . .

Receiver Formation During

Rendezvous

821

. . . . . . . . . . . . . . . . . . . . . . .

Early Arrival

822

. . . . . . . . . . . . . . . . . . . . . . . .

Tanker Identification

822

. . . . . . . . . . . . . . . . .

Point Parallel Rendezvous

822

. . . . . . . . . . . .

Point Parallel Rendezvous With

Tanker Escort

823

. . . . . . . . . . . . . . . . . . . . .

Receiver TurnOn Rendezvous

824

. . . . . . . .

Rendezvous Overrun

824

. . . . . . . . . . . . . . . . .

Enroute Rendezvous

824

. . . . . . . . . . . . . . . . .

Departure and Climb

824

. . . . . . . . . . . . . .

Enroute Rendezvous Procedures

824

. . . .

Alternate Rendezvous Procedures

826

. . . . .

Emission Option 3

827

. . . . . . . . . . . . . . . . . . .

Missed Rendezvous Procedures

827

. . . . . . .

Special Air Refueling Procedures

827

. . . . . . . .

Refueling Sequence

827

. . . . . . . . . . . . . . . . . .

Fingertip Formation

827

. . . . . . . . . . . . . . .

Echelon Formation (VMC Only)

827

. . . .

Fuel Management

828

. . . . . . . . . . . . . . . . . . .

Precontact

828

. . . . . . . . . . . . . . . . . . . . . . . . . .

Boom and Receptacle Procedures

828

. . . . . .

Disconnect KC135

829

. . . . . . . . . . . . . . . .

Disconnect KC10/KDC10

829

. . . . . . . . .

Quick Flow Air Refueling

Procedures

829

. . . . . . . . . . . . . . . . . . . . . . . .

Toboggan

831

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Weather Abort Procedures

831

. . . . . . . . . . . .

Afterburner Air Refueling

831

. . . . . . . . . . . .

Separation/Termination Procedures

831

. . .

Separation From a Single Tanker

831

. . .

Cruise Cell Termination (VMC)

831

. . . . .

Cruise Cell Termination (IMC)

831

. . . . .

Cell Termination at Terminal

Approach Fix

831

. . . . . . . . . . . . . . . . . . .

Element Penetration

832

. . . . . . . . . . . . . .

Receiver Radar Rejoin Procedures

(IMC)

832

. . . . . . . . . . . . . . . . . . . . . . . . . .

Normal Air Refueling Procedures

834

. . . . . . . .

Armament Safety Check

834

. . . . . . . . . . . . .

Precontact

834

. . . . . . . . . . . . . . . . . . . . . . . . . .

Contact

834

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Disconnect

834

. . . . . . . . . . . . . . . . . . . . . . . . . .

Post Air Refueling

834

. . . . . . . . . . . . . . . . . . .

Emergency Air Refueling Procedures

835

. . . .

Breakaway Procedures

835

. . . . . . . . . . . . . . .

System Malfunctions

835

. . . . . . . . . . . . . . . . .

Slipway Door Will Not Open

835

. . . . . . .

Slipway Door Will Not Close

835

. . . . . . .

Inoperative Boom/Receptacle

Latching

836

. . . . . . . . . . . . . . . . . . . . . .

KC10/KDC10 Boom FLCS Failure

836

. . .

Brute Force Disconnect

836

. . . . . . . . . . . . . .

Inadvertent Disconnect

836

. . . . . . . . . . .

Controlled Tension Disconnect

836

. . . . .

T.O. GR1F16CJ1

82Change 1

INTRODUCTION

This section contains information and procedures for

F16 air refueling with KC135 and KC10/KDC10

aircraft. For basic flight crew air refueling proce

dures, refer to T.O. 11C1.

GENERAL

This section reflects Emission Option 2 procedures

unless noted within the text. Inflight situations and

sound judgement may dictate discontinuing commu

nications procedures outlined for Emission Option 2.

Both tanker and receiver crew must be thoroughly

familiar with all aspects of the refueling in order to

adequately plan the mission. Planners will coordi

nate and crews will be thoroughly familiar with

mission requirements as prescribed in the appropri

ate command directives.

The air refueling operation requires precise and

detailed planning to insure success. Each receiver unit

will maintain a file of T.O. 11C1 along with this

manual.

CONTROL OF TANKER/RECEIVER FORCES

An airborne tanker force commander and alternate

commanders, as required by the mission, will be

designated for each air refueling area. During

operational missions, the tanker commander is in

command of the air refueling operation from the

period subsequent to positive radio contact between

the tanker cell leader and the receiver leader during

rendezvous until the end of the refueling or

termination of route cell formation, as applicable. The

airborne tanker force commander will coordinate

with the receiver force commander to insure

successful mission completion.

WINGMAN RECEIVER RESPONSIBILITIES

To assist the cell leader in insuring the safety and

integrity of the flight, the wingman receiver will:

Keep the leader in visual or electronic contact at all

times.

Maintain briefed position at all times.

Anticipate corrections/changes and plan accordingly.

Monitor all aspects of formation operations and

advise the cell leader if an unsafe condition is noted.

AIRSPEEDS AND ALTITUDES

Cruise and air refueling KCAS is 310 knots at 30,000

feet unless specifically directed otherwise. Lower

altitudes may be required for abnormally high free air

temperatures. The controlling agency directing the

mission will be responsible for obtaining enroute and

air refueling altitude clearance for training and

operational missions.

FUEL RESERVE REQUIREMENTS

For deployment operations, the last receiver in the

cell will depart the penetration fix at the abort or

destination base with a minimum of 30 minutes of

fuel remaining, computed in accordance with

command guidance.

WEATHER

Weather minimums are prescribed by command

guidance. Buddy departure minimums are 1500 feet

and 3 NM for day and 2500 feet and 3 NM for night

takeoffs.

Rendezvous and air refueling will not be attempted

when inflight visibility is deemed insufficient for safe

air refueling operations; however, the aircraft may

close to the lockon limits of the radar provided that

the required altitude separation is maintained until

visual contact has been established. Without lockon

capability, minimum visibility for rendezvous is 1 NM.

REFUELING TRANSFER RATE

The air refueling transfer rate averages 2,000 pounds

per minute with two tanker A/R pumps operating

with a KC135 and 3,000 pounds per minute with a

KC10/KDC10.

COMMUNICATIONS

Except during an emergency fuel situa

tion, air refueling operations will not be

conducted when radio communication

capability is lost between tanker and

receivers. If radio communications are

lost, or unreadable between the boom

operator and receiver pilot, contacts will

not be attempted.

Emission Option 2 will be used as the normal

rendezvous and air refueling procedures. Emission

Option 2, 3, or 4 procedures do not preclude verbal

communications for safety of flight situations or to

insure mission success. Boom interphone should be

used when compatible.

T.O. GR1F16CJ1

Change 183

Communications procedures and plans for rendez

vous and air refueling as outlined in pertinent

command directives will apply. Deviations must be

specifically authorized by the appropriate command

headquarters.

Unless directed otherwise, communication capability

between tankers and receivers will be maintained

during all normal rendezvous and air refueling

operations. Voice transmissions, however, will be held

to an absolute minimum during rendezvous and air

refueling to be in accordance with the Emission Option

being used.

A TalkThroughTheBoom" interphone system is

available after contact when air refueling with all

KC135 tankers if hot mic is selected.

KC10/KDC10 aircraft are equipped with UHF, HF,

and VHF radios and a boom interphone system.

All crewmembers must be thoroughly familiar with

all required oral, visual, and electronic means of

communications. Strict radio discipline must be

adhered to at all times. All calls will be prefaced with

individual call signs. Tankers will begin monitoring

designated frequencies and will have the Radar

Rendezvous Beacon operating at least 30 minutes

prior to the rendezvous control time. The A/A TACAN

will be tuned to the appropriate channel 15 minutes

prior to the rendezvous control time unless it is

required for navigational purposes. Receivers will

call 15 minutes prior to the air refueling control time,

advising the tanker(s) of call signs, any changes in

ETA (minutes early or late) or altitude, and hot

armament check (if required).

NOTE

If tankers and receivers are in contact

with a common facility providing rendez

vous assistance, radio contact between

the tanker and receivers may be delayed

to accomplish the rendezvous.

During enroute rendezvous, all A/R

equipment operations, interplane

communications, and timing should be

based on the RZ time. For example, the

A/A TACAN should be tuned to the

appropriate channel 15 minutes prior

to the RZIP unless it is required for

navigational purposes.

The tanker will advise the receiver(s) of their call

sign, air refueling altitude and, if applicable, any

change in tanker timing that would affect the

rendezvous (in minutes early or late).

Tanker(s) and/or receiver(s) will make an additional

radio call confirming level at the proper rendezvous

altitude if they are not at the proper rendezvous

altitude when the 15 minute prior to the rendezvous

control time call is made.

NOTE

Tankers and receivers will include

altimeter setting with appropriate

altitude calls if other than 29.92 is used.

For example, RENO 01, ONE TWO

THOUSAND FEET, ALTIMETER SET

TING THREE ZERO ZERO FOUR, ON

TIME." If EMCON 3 or 4, altimeter

setting must be prebriefed.

For all rendezvous and air refueling operations,

tankers and receivers will normally use their

individual flight call signs unless directed otherwise

in operational plans. When assured no other counit

formation will be in range of or using the frequency,

and/or a discrete tactical frequency has been assigned

to the formation, flight call signs may be abbreviated

for clarity and brevity; for example, RENO

FLIGHT....GO ECHELON" (acknowledge) TWO"

THREE."

Mandatory calls for the receivers are as follows:

Initial radio call 15 minutes prior to the rendezvous

control time.

Notify the tanker when established on the proper

rendezvous altitude, if not at the proper rendezvous

altitude at the 15 minute prior to the ARCT call.

Precontact call (required by Flight Leader only).

Oral Communications

NOTE

With the exception of the breakaway

calls, crewmembers may shorten indi

vidual flight call signs using only the

number. Example: Tank 11" would be

11."

Normally, the receiver leader will

proceed to the precontact position. When

the leader has completed refueling,

subsequent receivers will move from the

observation position as precoordinated.

The communications requirements should be estab

lished prior to the flight. For different EMCON levels,

refer to figure 81 for Emission Option Communica

tions and figure 82 for Emission Option Emitters.

T.O. GR1F16CJ1

84Change 1

Emission Option Communications

ITEM

ACTION

EMISSION OPTION

ITEM

ACTION

Radios Set 30 Minutes Prior to ARCT (if dual radio capable)

15 Minute Call

A/A TACAN Set 15 Minutes Prior to ARCT

***

Beacon Positive Identification (if applicable)

ADF Check (if applicable)

Halfway Through Turn Call (Tanker)

Mandatory Boom Operator Calls

a. Precontact Call
b. Clear Receiver to Contact
c. Acknowledge Contact/Disconnect
d. Verbal Corrections
e. Advise Receiver(s) to Return to Precontact for checklist

or equipment considerations

X
X
X
X
X

Mandatory Receiver Calls After 15 Minute Call

a. Visual Contact Established/Lost to Include Overrun
b. Precontact Call
c. When Contact or Disconnect is Made
d. Verbally notify Boom Operator prior to Manual/

Emergency Boom Latching Procedures

X
X
X
X

Post Air Refueling Report

10.

1 Mile Closure Call (Receiver)

*Radio silent. Use of other emitters is authorized unless prohibited by Supported Operations Plans.

**No emissions (UHF, VHF, TACAN, FCR/Radar, AIFF/IFF, exterior lighting, etc.) unless authorized by Air

Tasking Order, Rules of Engagement, Operations Plans, Safe Passage procedures, or other mission

directives.

***Point parallel rendezvous only.

NOTE

Variations may be indicated by, EMCON 2. Item 7a/8b COMM N/A." This would mean normal Emission Option

2 procedures, except the precontact call would be deleted.

Figure 81.

T.O. GR1F16CJ1

Change 185

Emission Option Emitters

ITEM

EQUIPMENT

EMISSION OPTION

ITEM

EQUIPMENT

FCR/Radar

As required

Off

CARA/Radar Altimeter

As required

Off

TACAN/DME

As required

Off

AIFF/IFF

As required

Off

UHF/VHF Radio

Monitor

Exterior Lighting

As required

Off

NOTE

Variations may be indicated by, EMCON 3. Item 1 Emitters Off." This would mean normal Emission Option

3 procedures, except the FCR would be off.

Figure 82.

T.O. GR1F16CJ1

86Change 1

Normally, boom visual signals will be used

exclusively; however, if required or requested by the

receiver, the boom operator will begin communica

tions when the receiver reaches approximately 50

feet from the contact position. Direction, if required,

will precede distance for receiver to move and will be

given until the receiver reaches the contact position.

Example: Forward 50," Up 4," Back 2." When

contact is established, the tanker will state, (Tanker

call sign), contact."

For Emission Option 1 and 2, the boom operator will

make a precontact audio check with receiver(s) and

the receiver(s) will acknowledge. Example: Tanker

will say, 25/57." The receiver will reply, 25."

During receiver pilot demonstration of air refueling

envelope limits, the boom operator will state boom

limit and give the boom position for the limit being

demonstrated in increments of 2.

When the tanker is required to use manual operation,

without disconnect capability, the boom operator will

state: (Receiver call sign), the following contacts will

be made in tanker manual operation. Receiver air

refueling system will remain in normal and receiver

pilot must initiate all disconnects. (Tanker call sign),

ready." Receiver pilot acknowledges by stating,

(Receiver call sign), ready."

Visual Signals

Refer to figure 83. Radio silent air refueling can be

conducted by use of visual signals provided the

following precautions and procedures are observed:

The method, time and place of rendezvous, and

amount of fuel to be transferred must be covered in

the briefing of each crew.

The tanker will use the receiver director lights (red

only) to aid in positioning the receiver. A steady red

light indicates a large correction and a flashing red

light indicates a small correction in the direction

indicated.

If the need for an emergency breakaway occurs

during radio silent air refueling, oral breakaway

procedures and the visual signal in figure 83 will be

used.

Hot Armament Procedures

Prior to rendezvous with the tanker for air refueling,

receiver aircraft carrying forward firing ordnance

will conduct an Armament Safety Check in

accordance with NORMAL AIR REFUELING

PROCEDURES, this section. When radio silence is

mandatory, the receiver leader will conduct a visual

challenge with each member of his flight by pointing

his index finger straight forward and thumb upward

(simulating a pistol). Each member of the flight will

complete the safety check and respond to the leader

by raising his hand and showing a circle formed by his

index finger and thumb. To reduce the possibility of

inadvertent firing, receivers will not reposition any

electrical switches while behind a tanker unless those

switch changes are required for air refueling

operations or aircraft control.

LIGHTING

Refer to figure 84. While approaching the precontact

or contact position, the receiver pilot can adjust

exterior lighting as required by the boom operator.

NOTE

Visual contact for night air refueling can

be aided by requesting the tanker to

flash his landing lights prior to and/or

during the tanker turn.

On single KC135 tankers performing a rendezvous

both upper and lower strobes will display red.

NOTE

If the spare is used during the air

refueling, the appropriate color code will

be displayed until the receiver is in the

precontact position. To further aid in

identification, tanker position lights will

be placed on BRIGHT and FLASHING

for numbers 1, 3, and 5. Position lights

for numbers 2 and 4 will be BRIGHT and

STEADY. Position lights will be set prior

to takeoff. After the receiver has

established visual contact and has closed

to 1/2 NM in trail, tankers will turn

position lights to STEADY and DIM and

turn strobe light OFF. When any aircraft

will be flying visual wing formation on

the tanker, the tanker will also turn off

the strobe light. In this case, the last

(outside) receiver aircraft with each

tanker will have anticollision lights ON.

When fighter receivers reach the obser

vation position, tankers will turn under

wing, underbody, and nacelle illuminat

ing lights to DIM. Exterior lights will

then be adjusted as requested by the

receiver pilot.

T.O. GR1F16CJ1

Change 187

Visual Signals

INDICATION

SIGNAL

BOOM AIR REFUELING

PROBE & DROGUE

REFUELING

1. Boom in Trail

A. Extended 10 feet

*Ready for Contact

B. Fully extended

1. Tanker Manual Operation

without Tanker Disconnect

Capability

2. Acknowledge Receiver's

Manual Boom Latching Signal

C. Fully retracted

Offload Complete

2. Boom Stowed

A. Fully retracted

Tanker Air Refueling System

Inoperative

B. Extended 5 feet

System Malfunction, Tanker and

Receiver Check Air Refueling

Systems

3. Flashing Receiver Director

Lights/Tanker Lower Rotat

ing Beacon ON

BREAKAWAY

4. **Receiver Director Lights

Going OUT During Contact

Tanker Request for Disconnect,

Receiver return to Precontact

Position

5. Receiver Closing and Open

ing Receptacle Door when in

Precontact Position

1. Manual Boom Latching

2. Acknowledge Tanker's

Manual Operation without

Tanker Disconnect Capability

Signal

6. ***Steady Light from Receiv

er or rocking of wings

Emergency Fuel Shortage Exists

7. Flashing light from receiver

cockpit area

Initiate toboggan maneuver

Figure 83. (Sheet 1)

T.O. GR1F16CJ1

88Change 1

Visual Signals (Cont)

INDICATION

SIGNAL

BOOM AIR REFUELING

PROBE & DROGUE

REFUELING

8. (a). (DAY): Same receiver re

turns to precontact with re

ceptacle door open. Pilot sig

nals closed fist, thumb to

mouth, plus hand signaling

number

****(NIGHT): Same receiver

returns to precontact with re

ceptacle door open, ready for

contact

Additional fuel required

EMCON 24

(b). (DAY): Same receiver re

turns to precontact, ready for

contact. Pilot signals closed

fist plus hand signaling num

ber

****(NIGHT): Same receiver

returns to precontact, ready

for contact

Additional fuel required

EMCON 24

*Receiver(s) in the observation position will move to the precontact position in their briefed sequence only

after insuring that the boom is in the ready for contact position and the preceding receiver has cleared the

tanker. The receiver will stabilize in the precontact position, then move to the contact position. The boom

operator will not give the ready for contact signal until the preceding receiver has cleared the tanker.

**The receiver(s) will advise the tanker of any pilot director light malfunctions/deficiencies.

***If fuel shortage occurs at times other than scheduled air refueling, the receiver should be positioned so the

signal may be seen from the tanker cockpit.

****Additional fuel offloaded will be 5000 pounds for large receiver aircraft, or 2000 pounds for small receiver

aircraft, on each subsequent contact.

Figure 83. (Sheet 2)

T.O. GR1F16CJ1

Change 189

1F-16X-1-8004X

VIEW LOOKING UP

NACELLE ILLUMINATION LIGHT

TAXI LIGHT

LANDING LIGHT

NAVIGATION/POSITION

UNDERWING ILLUMINATION

STROBE LIGHT

UNDERBODY ILLUMINATION

TERRAIN LIGHT

RECEIVER PILOT DIRECTOR

BOOM MARKER

BOOM NOZZLE LIGHT

A/R FLOOD LIGHTS

DESIGNATES ADJUSTABLE LIGHTING

LIGHT

NAVIGATION/POSITION

LIGHT

NAVIGATION/POSITION

LIGHT

NAVIGATION/POSITION

LIGHT

STROBE LIGHT

NAVIGATION/POSITION

LIGHT

LIGHTS

TAXI LIGHT

LANDING LIGHT

LIGHT

(RETRACTABLE)

LIGHT

NAVIGATION/POSITION

LIGHT

Exterior Lighting (KC-135)

Figure 84. (Sheet 1)

Content .. 28 29 30 31 ..

F16C/D. FLIGHT MANUAL (2002) - page 30

F16C/D. FLIGHT MANUAL (2002) - page 30