F16C/D. FLIGHT MANUAL (2002) - page 31

T.O. GR1F16CJ1

810Change 1

1F-16X-1-8003X

FORMATION LIGHT

UARRSI FLOOD

ANTICOLLISION/RENDEZVOUS

FORMATION LIGHTS

ANTICOLLISION/RENDEZVOUS

FORMATION LIGHTS

HOSE

FWD POSITION

WING TIP ANTICOLLISION

UPPER FUSELAGE

FLOODLIGHTS

LOGO

NOZZLE

MARKER

FLOODLIGHT

RECEIVER AIRPLANE

FLOODLIGHTS

WING TIP

ANTICOLLISION

AFT POSITION

UNDERSIDE LIGHTS

AFT FUSELAGE

HORIZONTAL

STABILIZER

WING/ENGINE NACELLE SCANNING

DIRECTOR

LIGHTS

FORWARD

FUSELAGE

UNDERBODY

LIGHTS

NOTE:

THE INTENSITY OF ALL

EXTERIOR LIGHTING IS

ADJUSTABLE.

LEFT SIDE SHOWN

RIGHT SIDE SAME

WING

HOUSE SIGNAL

RECEIVER

AIRPLANE

FLOODLIGHTS

VIEW LOOKING UP

Exterior Lighting (KC-10/KDC-10)

Figure 84. (Sheet 2)

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Change 1811

KC135 aircraft in cell formation will set their strobe

lights according to their position in the refueling cell.

Their lighting is as follows:

D

Tanker Number 1

Upper and Lower Lights - RED

D

Tanker Number 2

Upper and Lower Lights - WHITE

D

Tanker Number 3

Upper Lights - RED

Lower Lights - WHITE

D

Tanker Number 4

Upper Lights - WHITE

Lower Lights - RED

Receiver Director Lights KC135

Refer to figure 85. The receiver director lights do not

give true vertical and horizontal information. The up

and down lights change because of angular

movement of the boom and the foreandaft lights

change because of inandout movements of the boom.

The axis of the director lights system is inclined at a

30 degree angle to the fuselage. This angle causes an

interaction in both lights when a true vertical or

horizontal movement is made by the receiver. For

example, flying straight forward while in contact will

cause the boom to compress and also increase its

angle with the tanker fuselage. The lights will show

that the aircraft is flying forward and down. If a true

up movement is made, the boom will both compress

and lessen its angle with the tanker fuselage and the

director lights will indicate that an up and forward

movement has been made. Small fore and aft

corrections can be made with little or no power change

by moving vertically.

Receiver director lights are on the bottom of the

fuselage directly aft of the nose landing gear. They

consist of two rows of lights: the left row for elevation

and the right row for telescoping. The elevation lights

consist of five colored panels with a green stripe,

green and red colors, and two illuminated letters, D

and U, for down and up respectively. The colored

panels are illuminated by lights that are controlled by

boom elevation during contact. There is an

illuminated white panel between each panel to serve

as a reference. The letters A, for aft, and F, for

forward, augment the colored panels on the telescope

side. The receiver pilot director lights will remain

illuminated and follow boom movements in both the

contact made and disconnect conditions. There are no

lights for azimuth position. A fluorescent yellow strip

on the bottom center of the tanker fuselage may be

used as centerline reference by the pilot. The

triangularshaped panels are for elevation and the

rectangularshaped panels are for forward and back

movement.

Receiver Director Lights KC10/KDC10

Refer to figure 85. The receiver director lights consist

of two rows of lights located forward of the wing root.

Relative elevation position is provided by the left row

and the right row provides telescoping position. The

elevation row contains one striped green, two amber

and two red triangular panels, and two white letters:

U at the forward end for UP, and D at the aft end for

DOWN. The colored panels and letters are dimly

illuminated by background lights. The telescoping

row contains one striped green, two amber, two red,

and four white rectangular panels, and two white

letters: A at the forward end for AFT, and F at the aft

end for FORWARD. The colored panels are not

background lighted; however, the letter at each end of

the row is dimly illuminated. Separation is provided

by the white panels. The pilot director lights are

adjusted by the boom operator to the size air refueling

envelope for each receiver and provide guidance

during contact.

To provide more response time, the appropriate panel

and letter are illuminated in anticipation of receiver

movement. The director lights provide commands

based on both receiver position and rate of movement.

Figure 85 shows the lights with no receiver motion.

With rapid motions of the receiver, the lights can

show a correction required even though the receiver

is in the center of the envelope. The red panel and

letter at the ends of each row can be illuminated by

the boom operator to aid the receiver in attaining the

contact position.

NAVIGATION AND POSITION REPORTING

When rendezvous is complete, tankers will be

responsible for all navigation, weather avoidance and

position reporting. The tanker pilot will, once each

hour, advise the receiver pilots of the cell geographic

position, heading, and distance and ETE to the next

checkpoint or destinations applicable. If the receiver

pilot has not completed his onload upon reaching his

geographic air refueling abort point, the tanker pilot

will so advise.

NOTE

During refueling operations conducted

within a preplanned orbit pattern, the

tanker is not required to provide the

above information unless requested by

the receiver leader.

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812Change 1

Post Air Refueling

Upon completion of air refueling, the tanker will

normally climb to the top and the receiver(s) will

descend to the bottom of the air refueling block. The

receivers should maneuver to the prescribed

formation position while awaiting post air refueling

report and further clearance. The tanker will give

post air refueling information to the receiver as

required. The receiver will advise the tanker of any

pilot director light malfunctions/deficiencies, e.g.,

lights intermittent, inoperative, dim, dirty, etc. Upon

termination of air refueling, all exterior lights will be

as directed.

Receiver will insure a safe clearance

from the tanker(s) as they proceed on

their assigned missions. Receiver(s)

required to accelerate past the tanker(s)

and climb on the refueling heading will

maneuver either left or right (a

minimum of 1 NM) of track to preclude

climbing directly in front of the

tanker(s) remaining receiver(s). Air

craft flying through departing receivers'

jet wash may experience damage to the

aircraft and injury to personnel.

FLYING SAFETY

BOOM ENVELOPE LIMITS

Refer to figure 86. The refueling envelope is limited

by the refueling receptacle location. As long as the

receiver is positioned within these limits, contact can

be maintained despite rolling, yawing, or pitching.

F

Approaching boom limits at a relatively

high velocity can cause structural

damage as a result of an inability to

disconnect due to binding of the boom

nozzle.

F

Due to the restricted refueling envelope,

boom limit switch protection is not

provided in up elevation.

NOTE

The boom operator will disconnect at 25

degrees elevation (upper envelope limit).

In this position, a green DOWN arrow

will be illuminated.

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Change 1813

RECEIVER DIRECTOR LIGHTS

ILLUMINATION PROFILE (KC-135)

XX1F-16A-1-0162X

Figure 85. (Sheet 1)

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RECEIVER DIRECTOR LIGHTS (KC-10/KDC-10)

XX1F-16A-1-0163X

Figure 85. (Sheet 2)

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Change 1815

1F-16X-1-8002X

RIGHT AZIMUTH LIMIT

LEFT AZIMUTH LIMIT

UP ELEVATION LIMIT

6 FT EXTENDED

INNER LIMIT

18 FT EXTENDED

OUTER LIMIT

40

DOWN ELEVATION LIMIT

20

10

10

Boom Envelope Limits (KC-135)

Figure 86. (Sheet 1)

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816Change 1

1F-16X-1-8001X

RIGHT AZIMUTH LIMIT

LEFT AZIMUTH LIMIT

UP ELEVATION LIMIT

21 FT EXTENDED

OUTER LIMIT

40

DOWN ELEVATION LIMIT

25

23

23

Boom Envelope Limits (KC-10/KDC-10)

6 FT EXTENDED

INNER LIMIT

Figure 86. (Sheet 2)

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Change 1817

AIR REFUELING PROCEDURES

DEPARTURE/ENROUTE PROCEDURES

Cell Leader Responsibility

The tanker cell leader or specified commander is

responsible for the command and control of the

formation and the air refueling operation. The cell

leader or specified commander will coordinate with

the receiver force commander to insure successful

mission completion. Formation integrity and disci

pline begin with the formation briefing. The cell

leader must insure that all aspects of the mission are

clarified and understood.

Normally, lead responsibilities pass from number one

to number two to number three; however, all pilots

must be prepared to assume full responsibility for the

formation at any time. When it is necessary to

transfer lead responsibilities, all airplanes in the

affected formation will be notified when the new

leader assumes responsibility for the formation.

The tanker cell leader/specified commander must

take every feasible action to enhance the possibility

of completing air refueling.

Buddy Departure

A buddy departure is effected when the tanker(s) and

receiver(s) take off from the same base and visual

contact is maintained.

TAXI

After engine start, receivers will check in with the

tanker on the predetermined frequency. When ready

to taxi, each tanker will call, (Tanker Call Sign),

Taxiing." A distance of 300 feet will be maintained

between tankers and receivers. Tankers not sched

uled to be used during the first air refueling will taxi

and takeoff first, followed by refueling elements

consisting of a tanker and his mated receivers for the

first refueling. Spare tankers will taxi and takeoff

last.

LINEUP

On runways at least 300 feet wide, the KC135 will

line up on the downwind side of the runway. The

receivers will be positioned on the upwind side of the

runway, maintaining wing tip clearance.

NOTE

On runways less than 300 feet wide, the

receiver will remain in the number 1

position until the tanker rolls.

TAKEOFF

Wake turbulence generated by a preced

ing aircraft may create a hazard during

buddy takeoffs and joinups.

The tanker will roll first, followed in 45 seconds by the

first receiver in his element. Each element will be

individually cleared for takeoff by the tower after the

last aircraft in the preceding element has passed the

end of the runway. Takeoff interval may be varied

when weather, terrain, airfield conditions, or other

local considerations dictate.

ABORTS DURING TAKEOFF

An aborting aircraft will make an abort call on the

prebriefed common frequency as soon as possible.

Frequency changes will not be made by tanker/receiv

ers until all airplanes in the same element are

airborne.

ELEMENT JOINUP AND CLIMB

The climb speed schedule will be based on the first

tanker/receiver element climbing at 300 KCAS.

Individual tankers launching first will reduce climb

airspeed so that a 10 KCAS differential exists

between individual tankers and between the last

individual tanker and the first refueling element.

Example:

Tanker One

280 KCAS

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

Tanker Two

290 KCAS

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

Lead Element

300 KCAS

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

Second Element

310 KCAS

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

Third Element

320 KCAS

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

Fourth Element

330 KCAS

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

T.O. GR1F16CJ1

818Change 1

NOTE

For two and three element cells, tankers

without receivers are considered ele

ments. The lead element will climb at

300 KCAS and the following speed

schedule will be utilized to expedite

closure: In a two element cell, the second

element will climb at 330 KCAS. In a

three element cell, the second and third

elements will climb at 320 KCAS and

330 KCAS, respectively.

If a ceiling is to be encountered prior to the completion

of the joinup, the tanker will leveloff with a

minimum of 500 feet clearance below the cloud layer

and maintain assigned climb airspeed to provide

visual flight conditions during the element joinup.

The air refueling element (tankers and receivers)

joinup will be accomplished on the outside of the turn

or on the tanker's left wing during a straight ahead

joinup. All turns by the tanker will normally be 20

degrees of bank (Exception: See Lost Wingman

Procedures). After the receiver flight has stabilized in

its proper formation position, the element leader will

inform the tanker pilot.

Element Cruise Formation

Receivers will fly route formation position on the

tanker. (For extended VMC cell cruise formation,

receivers may fly a spread formation.) Route and

spread formations will be as specified in the

operational procedures manuals. Spacing may be

reduced during IMC or night operations. When air

refueling is required, the other receiver(s) will

assume the observation position.

At night or in IMC, a maximum of 12 aircraft will be

assigned to one tanker - a maximum of three aircraft

will fly on each wing of the tanker, and additional

aircraft/elements will fly in a 13 NM trail position, a

minimum of 1000 feet below their tanker's altitude.

During tanker cell operations, only the last tanker

should have receivers in trail. With nine or less

receivers, only one element need be in trail (one

element refueling while the other two elements are

switching positions). With 10 to 12 receivers, two

elements will be in trail (one element maintaining

trail, and the other two elements switching

positions - and with four elements, one element

refueling). In this case, offset trail and additional

altitude separation will be used for deconfliction. The

following procedures will be used to change positions

of flights in trail:

1.

The tanker should be in straight and level

flight.

2.

The flight/element departing the tanker

reforms and moves back from the right wing

with offset and establishes contact (Radar,

Tacan, etc.) with the tanker. Maintain altitude

deconfliction from any joining receivers.

3.

The next flight/element may then begin to

move forward maintaining altitude.

4.

Once the flight/elements have horizontal

separation (established by Radar, Tacan, etc.),

the next receivers can climb and the departing

receivers can descend to briefed altitudes.

5.

If a flight/element is to rejoin from the trail

position and the preceding flight/element

elects to stay in formation with the tanker, the

flight/element in trail will close on the tanker

until they are established in a visual position

and then switch positions with the preceding

flight.

Force Extension Procedures

Force extension procedures are used when force

extension tankers air refuel tankers

(KC10/KDC10/KC135) escorting fighters during

deployment operations. Force Extension missions are

often complex and demanding to all aircrews,

especially in IMC. All facets of the mission, to include

the rendezvous, formation, air refueling, VMC/IMC

rejoin procedures, and cell breakup will be briefed

and clearly understood by all participants during

mission planning. Basic Point Parallel or Enroute

Rendezvous procedures apply, except as indicated.

Multiship tanker cells will fly 60 degree echelon, 2

NM spacing unless otherwise directed. Missions that

encounter IMC conditions during air refueling may

increase air refueling echelon formation spacing from

2 miles to 3 miles. If a midmission rendezvous is

planned, the escorting tanker will attempt to contact

the force extension tanker and pass the ETA to the

ARCP and updated weather information which may

effect air refueling. Inflight visibility will be the

determining factor in utilizing VMC versus IMC

procedures to conduct air refueling. For the purpose

of these procedures, VMC is defined as visibility equal

to or greater than 2 NM. IMC is defined as visibility

less than 2 NM.

T.O. GR1F16CJ1

Change 1819

VMC PROCEDURES

Fighters will join on the force extension tanker when

cleared by the escorting tanker pilot. After all fighters

have joined on the force extension tanker, the

escorting tanker will be cleared for refueling.

Fighters should fly a loose wing formation and

remain with their force extension tankers in the event

a breakaway occurs.

IMC OR NIGHT PROCEDURES

Airtoair radar equipped fighters, when cleared by

the escorting tanker pilot, will fly 1 1/2 to 2 NM trail

(6 o'clock) position, 2000 feet below their assigned

force extension tanker. Nonairtoair radar equipped

fighters will comply with the VMC procedures.

POST REFUELING PROCEDURES

Once all air refuelings are complete, the escorting

tanker(s) will descend 1000 feet, offset slightly to the

right and then move to a position 1 NM in front of the

force extension tanker(s). Once the escorting

tanker(s) are stabilized 1000 feet below and forward

of the force extension tanker, the escorting tanker will

assume lead for the formation after a positive verbal

lead change. The escorting tanker will then clear the

fighters forward to rejoin.

Nonairtoair radar equipped fighters will rejoin

visually with their respective escorting tanker.

Airtoair radar equipped fighters will rejoin using

radar guidance if required. If IMC prevails and poor

visibility precludes visual rejoins, force extension

tanker(s) may momentarily reduce separation to 1/2

NM and 500 feet vertical separation to facilitate the

rejoin.

Once all fighters have rejoined on their respective

escorting tanker, the force extension tanker(s) will

depart the stream from the rear of the formation.

If the formation reaches the End A/R point and visual

rejoins are not possible, force extension tankers will

continue along the receivers' route of flight until

visual rejoins are possible, fuel permitting. If the

force extension tanker(s) reach BINGO FUEL at, or

after, the End A/R point and the fighters have not

rejoined with the escorting tanker(s), the entire

formation will abort to a suitable alternate airfield.

The tanker radar should be used for position

monitoring throughout the maneuver. It is the force

extension tanker leader's responsibility to inform the

entire formation of current heading and airspeed

until relieved of that responsibility by a lead change.

The force extension tanker/cell will reform at the top

of the air refueling block. Once the fighters have

rejoined on their respective escorting tankers, the

escorting tanker/cell will reform at the bottom of the

block. Cell separation will be accomplished by the

force extension or escorting tanker cell increasing/de

creasing airspeed as determined by mission require

ments and/or the premission brief. Force extension

or escorting tankers will not make any climbing or

descending turns to depart the stream until the

tanker cells are identified visually or by radar, are

well clear, and verbal coordination is made between

tanker cell leaders. All aircrews must clear

aggressively and be cognizant of potential converging

headings or conflicts.

When simultaneous refueling of fighters and

escorting tankers is required, 310 KCAS

(KC10/KDC10) or 295 KIAS (KC135) normally will

be used as refueling airspeed for the formation. The

lead force extension tanker will determine air

refueling airspeed based on aircraft type, altitude,

weight, weapons load, etc.

The above procedures are the standard for force

extension tankers refueling escort tankers. Any

deviations to these procedures are not authorized

unless coordinated between all tankers (escorting

and force extension), receivers, and mission com

mander. If a predeparture briefing is not conducted

due to geographically separated departure locations,

the escorting tanker will coordinate changes inflight

to the force extension tanker upon initial contact,

prior to the air refueling rendezvous.

Lost Wingman Procedures

In the event a receiver aircraft becomes lost during

refueling operations or during buddy cruise, the

following procedures will apply:

1.

 If a tanker or receiver detects weather (by radar,

reduced visibility, etc.) which may require a

receiver to go lost wingman, the tanker should

make any required navigational corrections,

then fly straight and level. Any subsequent

turns required should be made with ten degrees

of bank maximum and called over the radio (i.e.,

Tanker 21 is rolling into a ten degrees right

turn.").

2.

The receiver flying on the tanker's wing will

simultaneously inform the leader and turn

away using 15 degrees of bank for 15 seconds,

then resume heading.

3.

The receiver flying on the wing of the above

receiver (second in the echelon) will simultaneo

usly inform the leader and turn away using 30

degrees of bank for 30 seconds, then resume

heading.

T.O. GR1F16CJ1

820Change 1

4.

The receiver flying on the wing of the above

receiver (third in the echelon) will simulta

neously inform the leader and turn away using

45 degrees of bank for 30 seconds, then resume

heading.

5.

The receiver who is flying in the precontact or

contact position will simultaneously reduce

airspeed 10 knots and descend 500 feet below

refueling altitude. Hold refueling heading and

after 30 seconds resume normal airspeed.

6.

If the above procedures are started while

tanker(s) are in a turn, request tanker(s) roll

wingslevel and call rollout heading.

7.

Notify flight leader or tanker commander of the

situation.

8.

Attempt rejoin only after receiving clearance

from the tanker and when within radar or VMC

capability.

Abort Procedures

If a receiver aborts during an air refueling mission,

the receiver leader will determine the course of action

to be taken.

RENDEZVOUS PROCEDURES

NOTE

Initial visual contact between the

receiver and tanker may be enhanced,

inflight weather conditions permitting,

if the tanker jettisons fuel to increase its

visual signature. This procedure may be

initiated/requested by the tanker, re

ceiver, or the ground agency controlling

the rendezvous. It should only be used if

a receiver low fuel state or other similar

circumstances require the rendezvous

be expedited.

The type of rendezvous will be dictated by mission

requirements, weather conditions, etc. If weather

conditions for joinup at cruise altitude are VMC, an

enroute rendezvous may be used. When tanker and

receivers operate as separate flights, the Point

Parallel rendezvous will be primary.

After radio contact has been established, both

tankers and receivers should be tuned to the same

NAVAID, if possible, to improve rendezvous

capability.

NOTE

F

For receiver's directed rendezvous, the

receiver's airborne radar equipment (if

available) will be the primary means to

accomplish a rendezvous. A/A Tacan

will be used as a backup.

F

Ground radar assistance should be

utilized to the maximum for all

rendezvous. The tanker commander

will monitor ground control radio

frequency and confirm receiver range/

bearing information to insure positive

identification during the rendezvous.

Ground radar assistance will be termi

nated when the receiver reports visual

contact with the tanker.

Altimeter Settings

Unless otherwise directed, an altimeter setting of

29.92 inches Hg will be used for air refueling

operations at or above transition altitude or when

over water and operating in accordance with ICAO

procedures. For all other air refueling operations, the

briefed altimeter setting will be used.

Rendezvous Altitude Block

Four consecutive altitudes shall be requested by the

tanker for rendezvous and refueling. When four

altitudes are available, the rendezvous will be

effected with the tanker at the second altitude and

the fighter(s) at the third. For example, when the

refueling altitudes are FL290, 300, 310, and 320, the

tanker will be at FL310 and the fighter(s) at FL300

for rendezvous, thus providing 1000 feet above the

tanker and 1000 feet below the fighter(s). When

tankers are in cell, they will stack up from the second

altitude from the top of the block, FL310 in this

example.

When only three altitudes are available, the tanker

shall be at the top altitude with the fighter(s) at the

middle altitude, providing 1000 feet below the

fighter(s).

When only three altitudes are available and the

refueling involves tanker cell formation, the highest

tanker within the cell should be at the top of the block.

To accomplish this, the tanker leader shall place

himself at an altitude that will permit the highest

tanker in his cell to be at the top of the block. For

example, when there are two tankers and the

available block is FL270290, the tanker leader would

be at FL285 with number two tanker at FL290. The

fighters would rendezvous at FL275 (1000 feet below

the lowest tanker).

T.O. GR1F16CJ1

Change 1821

The above procedures do not apply when aircraft are

operating on an Altitude Reservation (ALTRV) or

when clearance has been granted for aircraft to

operate as an enroute cell. In these cases, the altitude

block will provide airspace necessary to accommodate

the type of formations being used (standard or

nonstandard), with at least 1000 feet between the

highest receiver and lowest tanker during rendez

vous, and at least 1000 feet below the air refueling

formation once the rendezvous is complete.

Track

Receivers shall pass over the ARIP, if applicable, and

make good the planned inbound track to the ARCP. If

a deviation is required because of weather, etc.,

receivers will not attempt rendezvous or proceed to

the ARCP until the deviation has been approved by

air traffic control and coordinated with the tanker. If

radio contact between the tankers and receivers is not

established prior to the ARCT, the tankers will be

over the ARCP at the ARCT.

Tanker Rendezvous Equipment

Tanker rendezvous equipment consists of the

following:

D

KC135

S

A/A TACAN  DME only

S

Radar beacon  

AN/APN69 (all aircraft) and

AN/APN134 (some aircraft)

S

Automatic Direction Finder  AN/ARA25

D

KC10/KDC10

S

A/A TACAN  Range and Bearing

S

Radar beacon  

APX78 (Two Pulse, Variable

Width)

S

UHF/DF

S

INS

NOTE

Radar beacon contact will be short

range due to radar polarization incom

patibility.

Receiver Formation During Rendezvous

Formation procedures after leveloff or from the ARIP

until joinup with the tankers will be as follows:

NOTE

Formation lead changes and joinups

will normally be completed prior to

departure from the ARIP. Should such

maneuvers be required subsequent to

departure and prior to joinup on the

tanker(s), the rendezvous will not be

continued unless the flight leader is

positive of his position in relation to the

tanker(s) and the published A/R track.

D

Day VMC (Visibility five miles or greater). Flights

will be in trail, offset to the right of the preceding

flight. When all aircraft are in visual contact with

the tanker(s), each aircraft/flight will join with his

respective tanker as briefed.

D

IMC or Night. The receiver formation will be formed

into flight(s) of four aircraft in close or route

formation. Succeeding flights will be in a like

formation, positioned 1500 feet to the rear of the first

flight or 23 NM radar trail, depending on weather

conditions. When the tankers are established on the

oncourse track, the receiver leader will position his

flight 3 NM to the rear of the last tanker. When all

tankers in the cell are in positive radar contact,

receivers will climb to 1000 feet below base altitude.

If visual contact has been established, the

flight/element leader will initiate joinup on the last

tanker. When the appropriate wingmen have visual

contact and are within 1 NM of their tanker, the

leader will drop them off and proceed to the next

tanker. The receiver leader will continue as above

until all wingmen are on their appropriate tanker,

then join the lead tanker. If not in visual contact at

3 NM, the receiver flight/element leader will clear

the last receiver flight to join on the last tanker. The

last receiver flight will then turn to the right and join

on the last tanker while climbing to 500 feet below

base altitude, then maintain this altitude until

visual contact with the tanker is established. The

first receiver flight will join on the number 2 tanker,

maintaining 1000 feet below base altitude until

visual contact is established. Each receiver leader

will offset his tanker target 15 degrees to the left and

close at approximately 50 knots above the tanker

KCAS. Aircraft with operable airborne radar

equipment will close no closer than 1500 feet.

Receivers losing radar lock between 1 NM and

minimum range will ensure 1000 feet altitude

separation is maintained and discontinue rendez

vous attempts until adequate range separation (1

NM) is achieved or radar lockon is regained. Range

T.O. GR1F16CJ1

822Change 1

closure limitation for nonradar equipped receiver(s)

or receiver(s) without radar lockon is 1 NM. When

visual contact with the tanker has been established,

the receiver element will form in the precontact

position, and the receiver flight leader will turn left,

then right back to track heading and join on the lead

tanker in the cell using the same procedures. The

flight leader's wingmen, after flight separation, will

echelon to the right. If visual contact with the

tankers is not established, receivers will maintain 15

degrees offset, applicable altitude, and minimum

slant range until cell termination procedures are

accomplished.

Early Arrival

Once a joinup is initiated, and it is necessary for the

joining receivers to hold while waiting for a preceding

flight to complete their operations, the joining flight

will join in a position 600800 feet out (laterally) from

the receivers in the observation position if in VMC; or

fly offset laterally 13 NM in trail if in IMC, and

maintain 1000 feet below tanker base altitude. The

decision on which side to join will be based on the

direction of orbit of the tanker, departure intentions

of the receiver flight refueling, and the presence of

additional holding receiver flights.

Joining flights of receivers should not

close astern of a tanker that is conducting

refueling operations with other receivers.

The wake turbulence generated by these

aircraft during departure/changing of

positions, if encountered, can result in

loss of aircraft control.

In the event the receiver(s) arrives ahead of the

tanker at the ARIP or ARCP point, the receiver will

orbit at an altitude that ensures at least 1000 feet

separation between tanker and receiver or any

elements of tanker and receiver cells. If receivers hold

at the ARCP, they will normally enter a left hand

holding pattern using 2 minute legs at 1000 feet

below air refueling altitude.

Tanker Identification

Tanker identification is critical in congested refueling

airspace. Available aids used in any combination

should be used to confirm tanker location/identifica

tion prior to and during the rendezvous. These aids

include ground radar, tanker/receiver radar, INS, A/A

TACAN, UHF/DF steers, common ground TACAN

stations, and radar beacons/IFF/SIF interrogation

systems for receivers so equipped.

NOTE

If the radar beacon is to be used to

positively identify the tanker, the

receiver should attempt to identify the

tanker rendezvous beacon as soon as

possible so that an alternate method of

identification may be used if unable to

receive the beacon. Only the tanker cell

leader or his designated alternate, if

applicable, will operate the rendezvous

beacon.

Point Parallel Rendezvous

The point parallel rendezvous is used to effect a rapid

joinup between the tanker and receiver with

minimum receiver maneuvering. The tanker and

receiver approach on reciprocal headings offset, left

or right, a distance equal to the tanker turn diameter.

At a predetermined turn range, the tanker executes

a turn to the receiver heading to roll out

approximately 13 NM ahead of the receiver.

Normally, the tanker aircrew has responsibility for

the overall refueling operation and rendezvous and

establishes the offset and turn point. When tanker

systems are degraded, the situation dictates, or for

training, the Tactical Air Controller or receiver may

be responsible for the execution of the rendezvous.

Specific rendezvous responsibilities will be in

accordance with command guidance. Receivers will

monitor the air refueling frequency and attempt to

establish contact as soon as possible. If both tankers

and receivers are on a common radio frequency to

obtain ground radar rendezvous assistance, the

change to air refueling frequency may be delayed

until positive radar/visual contact is established. If

under radar control, obtain bearing and distance to

the tanker prior to changing to air refueling

frequency.

A successful point parallel rendezvous requires the

tanker to maintain the proper offset and the receiver

to fly the specified rendezvous track from the ARIP to

the ARCP. Emission Option 2 will be the normal

rendezvous and air refueling procedure. The receiver

will call 15 minutes prior to the ARCT and relay call

sign, ETA (minutes early or late), and altitude. The

tanker will then confirm his call sign, air refueling

altitude and timing (minutes early or late) if it will

affect the rendezvous. If either the tanker or the

receiver is not on appropriate rendezvous altitude,

another radio call will be made when the proper

rendezvous altitudes are established. Receivers

departing the ARIP will maintain cruise speed at

1000 feet below tanker base altitude until positive

radar or visual contact is made from in trail with the

appropriate tanker(s). The receivers will proceed

T.O. GR1F16CJ1

Change 1823

from the ARIP to the ARCP using all navigational

aids available to maintain the centerline. When it is

determined the receiver is at or inside the ARIP, the

tanker will turn to, or continue on, the reciprocal of

the receiver's inbound track and will establish and

maintain the proper offset until reaching the planned

turn range. However, receivers will not deviate from

the ARIP/ARCP centerline unless directed to do so by

the tanker.

The tanker will adjust to appropriate air refueling

speed when rolled out toward the ARCP. The tanker

INS/DNS will be the primary means of maintaining

the offset and the A/A TACAN will be primary for

range information. To provide A/A TACAN ranging,

the tanker and the receiver (1 airplane per cell) will

tune the assigned A/A TACAN channels 15 minutes

prior to the ARCT. The receiver will set the

numerically lower A/A TACAN Ychannel and the

tanker will set the higher Vchannel. A/A TACAN

should be left in A/A until the receiver reaches

precontact.

NOTE

Radio silence will be broken if the

tanker or receiver determines that

either the tanker or receiver will exceed

ATC protected airspace while maneu

vering to attain the offset.

The tanker will note the receiver's distance when

halfway through the turn back to the ARCP. This is

the best time to determine if an overrun condition

exists and the best time for visual sighting. If an

overrun condition exists, appropriate action should

be taken. Tactical Air Controllers or receivers who

have established radar contact and positively

identified the tanker will offset the tanker in order to

establish a 26 degree relative bearing at 21 NM

range. The receiver/weapons controller will offset the

tanker as follows:

APPROXIMATE

SLANT RANGE

(NM)

BEARING

(DEGREES)

100

5

80

6

60

8

50

10

40

13

30

18

25

21

21

26

20

27

13

45

NOTE

F

The above slant range/bearing chart

applies only to the KC135 at approxi

mately 28,000 feet. It is based on 9.5

NM lateral offset with the tanker

using 30 degrees of bank during the

turn to refueling heading. The

KC10/KDC10 normally uses 25 de

grees of bank or less during the turn to

refueling heading and approximately

an 11.5 NM offset. Normally, the turn

range with the KC10/KDC10 will be

26 NM greater than the turn range

with the KC135.

F

When more than one tanker is

involved, it may be necessary to add 1

NM to the turn range for each

additional tanker in the formation to

ensure receiver leader is 3 NM in trail

of the appropriate tanker at rollout.

At the turn range, the tankers will turn to the

refueling track and adjust to refueling formation. The

receiver will assume responsibility for closing on the

tanker at the turn range. The last tanker in a cell will

turn the radar beacon to operate, single code, on

rollout to refueling heading at the completion of the

turn. The receivers will normally be 3 NM in trail of

the tanker(s). When rolled out toward the ARCP, the

tanker will adjust to the appropriate air refueling

speed.

Point Parallel Rendezvous With Tanker Escort

Refer to figure 87. The receivers will join on the

escorting tanker in the briefed sequence. The orbiting

and escorting tankers are responsible for effecting the

rendezvous.

An air refueling anchor is a lefthand racetrack

pattern with legs separated by 20 NM and normally

a minimum leg length of 50 NM. Tankers will adjust

from enroute cell formation to the air refueling

formation of 20 degrees right echelon, 1 NM

nosetonose separation, stacked up at 500 foot

intervals during the final turn to the air refueling

track.

When the receivers are inbound, the rendezvous will

be directed by the Tactical Air Controller or the

receiver leader. The Tactical Air Controller or the

receiver leader (as appropriate) will determine the

type rendezvous to be made. The tanker will adjust to

T.O. GR1F16CJ1

824Change 1

refueling airspeed when directed by receiver leader.

Receivers will rendezvous 1000 feet below refueling

base altitude until visual contact is established. In

the event Tactical Air Control radar is not available

to control anchor refueling operations, the following

alternate procedure will be used:

The tanker will establish a normal point parallel

rendezvous at the anchor point. Receiver flights will

proceed to an anchor ARIP a minimum of 70 NM

upstream from the anchor point. Receivers will

rendezvous 1000 feet below the refueling base

altitude until visual contact is established. Normal

point parallel rendezvous orbit (fighter) procedures

will be used for the rendezvous.

NOTE

Unless directed otherwise by the tanker,

the receiver flight will accomplish a 360

degree left turn at the upstream end of

the anchor pattern to enable the tanker

to turn toward the receiver flight for

rendezvous.

After the receiver flight is joined up, the anchor

pattern will be used for refueling. If cleared by the

tanker commander, subsequent receiver flights may

depart the ARIP prior to the previous receiver flights

departing the anchor area when the receivers have

the capability to assure safe aircraft separation and

to join on the tanker using receiver turnon

rendezvous procedures.

Ensure at least 1000 feet separation is provided

between each joining flight, and between the highest

flight and the lowest refueling element until visual

contact is established. Use of secondary frequency is

recommended. To preclude conflict with receivers

clearing the tanker or during a breakaway, ensure

fighters maintain adequate intrail spacing from the

refueling formation.

NOTE

If subsequent flights are cleared to

depart the ARIP and air refueling is

not complete prior to joinup, a fighter

turn on rendezvous should be made. If

this is not possible, these fighters

should hold at the ARIP until air

refueling is complete.

Receiver TurnOn Rendezvous

Receiver turnon rendezvous will be conducted in

accordance with the procedures established in

command guidance. Receivers will maintain required

vertical separation until visual contact is made with

the tanker(s).

Rendezvous Overrun

In the event of an overrun by fighters, the receiver(s)

will pass 1000 feet below the tanker to insure positive

vertical separation. The receiver will decelerate to

290 KCAS and maintain air refueling heading. The

tanker will accelerate to 355 KIAS (350 KCAS) or

Mach 0.90, whichever is lower, and maintain air

refueling heading. When the tanker is in positive

visual contact ahead of the receiver, the tanker will

decelerate to air refueling airspeed and normal

closure procedures will be employed to establish

contact.

Enroute Rendezvous

DEPARTURE AND CLIMB

The receiver departure time will be adjusted to place

him at altitude in trail of the tanker.

The tanker will level off, on course, at the

programmed cruise altitude and establish 260 KCAS

to permit receiver overtake. The receiver will level off,

on course, 1000 feet below the tanker's base altitude

and establish a closing airspeed. All available

rendezvous aids will be used to effect tanker/receiver

closure until visual contact is made. Receivers will

call visual" when visual contact is established with

the tanker. Tankers will accelerate to enroute or

refueling airspeed at the direction of the receiver.

ENROUTE RENDEZVOUS PROCEDURES

An enroute rendezvous may be used when the

tanker(s) and receiver(s) fly individual flight plans to

a common rendezvous point (RZ), where joinup is

accomplished, and continue enroute cell formation to

the ARCP.

These procedures may provide an orbit delay or

timing triangle enroute to the ARCP. It is not

appropriate to accomplish a point parallel rendez

vous at the RZ because the length of the orbit legs

cannot be extended. Tankers will depart the RZ to

make good the ARCT or the receiver's ETA to the

ARCP.

Either tanker(s) or receiver(s) may be scheduled to

arrive at the RZ first, orbit if necessary, and then

depart at a preplanned time.

T.O. GR1F16CJ1

Change 1825

1F-16X-1-8006X

Anchor Pattern

Anchor Pattern (Alternate Procedure)

Enroute Rendezvous (Typical)

INBOUND COURSE

ANCHOR POINT

TANKER

ORBIT

INBOUND COURSE

ANCHOR POINT

ARIP

RECEIVER

HOLDING

POINT

TIMING TRIANGLES

Racetrack Patterns (Typical)

Figure 87.