F16C/D. FLIGHT MANUAL (2002)

T.O. GR1F16CJ1

826Change 1

When close interval stream operations

are being conducted, do not use orbit

delays to control timing.

The RZ will be located a minimum of 50 NM prior to

the ARIP/SD. Tracks from the ARIP/SD may be

established from any direction and need not

necessarily be an extension of the air refueling track.

If orbit delays are required, they will be accomplished

by orbiting at the RZ point along an extension of the

track from the RZ to the ARIP/SD. Orbit in a

racetrack pattern using 30 degree banked turns and

a maximum of 15 NM straight legs (unless

operational directives specify longer straight legs).

Tanker(s) and receiver(s) will joinup at the RZ by

controlling timing so they arrive at the RZ at the same

time. Timing to the RZ may be adjusted using

differential airspeeds, orbit delays or timing

triangles. If a planned orbit delay is used, receiver(s)

and tanker(s) may accomplish joinup in the orbit.

Assigned altitudes at the RZ will provide at least 1000

feet separation between affected airplanes (highest

tanker and lowest receiver), with the receivers

normally at the highest altitude. If the receiver(s)

planned level off altitude is within 30 minutes flying

time from the ARIP, the receiver(s) may level off

below the tanker and maintain an altitude which

provides a minimum of 1000 feet vertical separation

between the highest receiver(s) and the lowest

tanker(s).

Communications will be in accordance with specified

emission option. If radio contact between the airplanes

has not been established prior to the rendezvous

control time, or the adjusted rendezvous control time,

airplanes will maintain altitude and depart the RZ to

cross the ARCP at the ARCT. Delays at the ARCP will

use normal orbit procedures unless otherwise directed.

If there is minimal separation between following

aircraft or cells using the same track, orbits at the

ARCP will require close coordination and a thorough

crew briefing to ensure altitude separation.

When the aircraft or cells pass the ARIP/SD, the

tanker(s) and receiver(s) will echelon and the

receiver(s) will begin descent to the base air refueling

altitude. Receiver(s) will descend to be at the base

altitude 80 NM prior to the ARCP. Tanker(s) will

maintain published buddy cruise KCAS and adjust to

air refueling airspeed crossing the ARCP.

NOTE

For peacetime training missions, the

ARIP or the ARCP may be designated

as the RZ. In these cases, cells will

echelon and start descent at the base

refueling altitude as soon as practical

after rendezvous completion.

If prebriefed, tanker(s) and receiver(s) may adjust to

air refueling airspeed and begin air refueling after

passing the RZ. Once departing the RZ/ARIP, the

tanker(s) should fly centerline. The receiver is the

maneuvering aircraft. If the tanker is behind the

receiver, the tanker should accelerate and pass

slightly off the left wing of the receiver.

Alternate Rendezvous Procedures

Tanker and receiver crews must be prepared at all

times to accomplish the rendezvous using whatever

resources are available. When rendezvous equipment

is degraded, tankers and receivers will fly the same

profiles as described in previous paragraphs. The

following are some suggested alternate rendezvous

procedures which should be used in any combination

to ensure a successful rendezvous:

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. If required, the tanker will

dump fuel in 500 1000 pound incre

ments until positive visual contact can

be maintained.

Radar/Rendezvous Beacons. The receiver/tanker

beacons may be used for range and offset

information with suitably equipped airplanes.

Depending on equipment capability, one airplane

should maintain the planned outbound or inbound

track while the other airplane maneuvers to

establish the planned offset. The tanker will clearly

establish which airplane will be maneuvering.

T.O. GR1F16CJ1

Change 1827

Common Ground Station. If A/A TACAN is not

available, switching to a common ground TACAN/

VORTAC station for range information may be

necessary. The final turn to refueling track is made

when the DME difference equals proper turn range.

UHF/DF. For DF steers, receivers will be requested

to use the MIC switch without talking. The receiver

will transmit on the air refueling frequency

approximately 10 seconds out of every 20 second

period, ending each transmission with the receiv

er's call sign. When the receiver position shows

proper turn range bearing (No Wind) from the

tanker heading, the tanker will turn to the refueling

track. Notify the receiver when the turn is started.

At the receiver's request, the tanker will transmit

a homing signal.

ETA. When adequate navigational check points are

available, the tanker may adjust final orbit pattern

to arrive over the ARCP on the air refueling heading

at the receiver(s) ETA to the ARCP.

Ground Radar Assistance. Ground radar facilities

may be used for vector and separation advisories.

Ground radar assistance will be used to the

maximum when conducting rendezvous with

significantly degraded equipment to ensure a

successful rendezvous.

Emission Option 3

The elimination of the 15 minute prior calls increase

the element of risk, and the following guidelines

should enhance safety considerations:

Normally accomplish when clear of clouds.

If unable to remain clear of clouds, tanker(s) and

receiver(s) will immediately confirm altitudes.

The receiver and tanker inbound courses to the

RZ/ARIP must be separated by a minimum of 30

degrees.

The receiver and tanker inbound legs to the

RZ/ARIP must be a minimum of 40 NM in length.

This type rendezvous should be an enroute

rendezvous at the ARIP with both aircraft using the

same RZ time. The receiver should rendezvous 1000

feet below the tanker. An ETE from the ARIP to the

ARCP should be planned which permits an airspeed

which falls in the middle of the aircraft speed

performance envelope. It is essential that crews/plan

ners coordinate certain items during mission

planning/development. Minimum items include:

Rendezvous altitudes

RZ time and ARCT

Inbound courses to the RZ/ARIP

Radio silent termination time in the event of a

missed rendezvous

Missed Rendezvous Procedures

If contact is not established at the RZ/ARIP, the

tanker will arrive at the ARCP at the ARCT. This

procedure begins when either aircraft arrives at the

ARCP and does not have visual contact with the

other. In this case, a left hand orbit should be entered

and orbit controlled so as to be over the ARCP at

intervals of every eight minutes (ARCT plus 8, plus

16, etc.). While in the orbit, every attempt should be

made to establish visual contact with the other

aircraft. The length of the delay and decision as to

how long to continue radio silence should be

determined during mission planning/development

prior to flight.

SPECIAL AIR REFUELING PROCEDURES

The tanker boom is controlled by the boom operator

while the fuel transfer (pressure, flow, quantity, etc.)

is normally controlled by the tanker crew from the

pilots' compartment. In IMC, when visibility is such

that Lost Wingman Procedures may be necessary,

receiver formations and the refueling sequence will

be structured so that no more than three aircraft are

on each wing of the tanker.

Refueling Sequence

FINGERTIP FORMATION

Normally, the leader will proceed to the precontact

position. Number 2 will proceed to the lead element's

observation position. The second element will proceed

to an observation position on the tanker's opposite

wing. Each subsequent receiver will visually clear

and move from the observation position to the

precontact position. The refueling sequence will be

designated by the receiver leader. Each receiver, after

refueling is completed, will rejoin to an outside wing

position of his original element. When all receivers

have completed refueling, the receiver force will

rejoin to the left or right, as briefed, and slightly below

the tanker.

ECHELON FORMATION (VMC ONLY)

Normally, the leader will proceed to the precontact

position. Number 2 will proceed to the observation

position with the remainder of the flight. Refueling

sequence will be as directed by the receiver leader.

Each receiver will visually clear and move from the

observation position to the precontact position. The

receivers, after refueling is completed, will rejoin in

echelon formation on the tanker's opposite wing.

T.O. GR1F16CJ1

828Change 1

Fuel Management

The ENG FEED switch should be in the NORM or

proper position, and the fuel distribution will be

checked within flight manual tolerances on the fuel

quantity indicator prior to contact with the tanker.

The fuel system operation is automatic (fuel being

distributed to internal and external tanks simulta

neously).

NOTE

If a partial fuel load is onloaded, a fuel

spread in excess of flight manual limits

should be anticipated.

Disconnect from the boom may occur

before all tanks are full if the external

fuel tank configuration consists of only

a centerline fuel tank. Such a disconnect

typically occurs when refueling with an

initial internal fuel load of 4000 pounds

or more and the centerline tank empty.

At disconnect, the aircraft total fuel may

be up to 1600 pounds less than full, with

many occurrences resulting in approxi

mately 1000 pounds less than full.

Precontact

All precontact air refueling checks will be completed in

the observation position or prior to reaching 1 NM in

trail, except for final exterior light adjustment. After

the receiver has stabilized in the precontact position,

the receiver will move to the contact position.

The receiver will stabilize in the

precontact position and attain a zero

rate of closure. If the receiver fails to

attain a stabilized position, or it

becomes apparent that a closure over

run will occur, a breakaway will be

initiated. Failure to initiate a break

away under closure overrun conditions

can result in a midair collision.

Upwash and downwash effects may

occur, drawing the aircraft together.

Low pressure areas created by an

overrunning receiver flying under the

tanker will affect static ports, causing

possible erroneous airspeed and alti

tude indications to both aircraft. The

tanker autopilot altitude hold function

may sense the low pressure as a

climbing indication and initiate a

descent into the lower aircraft.

Boom and Receptacle Procedures

NOTE

For night operations, prior to closing

for contact with the tanker, coordinate

with the boom operator on exterior

lighting to avoid impairing night

vision.

When cleared, move forward to the contact position

and the boom operator will make contact. The

receiver may request assistance from the boom

operator in obtaining and maintaining position.

From the precontact position, the receiver moves

slowly with a 23 knot closure until reaching the

contact position. When closing on the boom, constant

cross reference between the boom and the tanker

fuselage will alleviate any tendency to chase"

variations of boom trail position due to turbulence.

When stabilized in the contact position, maintain this

position. The boom operator will then make the

contact.

If the receiver director lights fail to

illuminate when contact is established,

the receiver pilot will inform the boom

operator if he wishes to continue

refueling operations. If refueling is

continued, verbal corrections from the

boom operator may be requested.

Attempts to affect a contact during loss

of any air refueling lighting that

results in less than desired illumina

tion will be at the discretion of the

boom operator.

To maintain proper contact elevation and boom

extension, refer to the director lights located on the

bottom of the fuselage of the tanker (See figure 85).

While in contact position, there is freedom in all three

axes as depicted in figure 86.

T.O. GR1F16CJ1

Change 1829

If, for any reason, fuel is not transferring or is

transferring at less than normal rate, the receiver pilot

will disconnect and monitor the aerial refueling status

indicator. The bottom lamp (DISC) lights amber when

a disconnect has been accomplished. The system will

automatically reset to ready and the top lamp (RDY)

relights blue after a 3second delay. A second contact

may then be accomplished. If this does not resolve the

problem, the pilot may then disconnect, confirm

disconnect with the boom operator, and recycle the

system by closing and opening the slipway door using

the AIR REFUEL switch.

DISCONNECT KC135

In the event of failure to obtain a contact and after

each disconnect, the receiver will move aft and

stabilize in a position in trail of the boom or in

precontact position and await clearance from the

boom operator to return to the contact position.

Remain stabilized in the contact

position until visually confirming a

disconnect has been made. This will

prevent damage to the boom and/or

receptacle through a brute force

disconnect.

Brute force disconnects can occur

unintentionally as the result of rapidly

exceeding boom limits or failure of the

receptacle toggles to release when a

disconnect is initiated.

DISCONNECT KC10/KDC10

The KC10/KDC10 aerial refueling boom is con

trolled by a digital flybywire system. Certain failure

conditions of this system may cause one or more axes

of the boom control system to become inoperative.

Should this occur, the boom operator may not be able

to maneuver the boom to avoid striking the receiver

airplane. In this situation, the boom operator will

issue instruction to direct the receiver to a position

where a safe disconnect can be effected.

When notified that a KC10/KDC10

boom flight control system failure has

occurred, do not initiate a disconnect

unless directed by the boom operator.

Follow the boom operator's instruction

explicitly. To reduce the probability of

boom strike after disconnect, it may be

necessary to remain in a stabilized

position to allow for aerodynamic

fairing of the boom control surfaces.

Another feature of the KC10/KDC10 is the

Independent Disconnect System. This system allows

the boom operator to obtain a disconnect even when

the receiver's toggles remain in the latched position.

This system should be used in lieu of a Brute Force

disconnect.

Quick Flow Air Refueling Procedures

Refer to figure 88. Fighter type receivers may use

Quick Flow procedures to expedite air refueling

operations. Quick Flow allows receivers to minimize

refueling time with maximum fuel transfer. Quick

Flow may be used during day or night operations, in

VMC conditions only. If it appears that the flight may

encounter adverse weather conditions, standard IMC

procedures will be used. Coordination between

tanker(s) and receivers prior to initiation of Quick

Flow procedures is required. Air tasking guidance,

direct communication with the tanker unit, or adding

the term Quick Flow" to the initial radio call will

satisfy coordination requirements. Tanker lead is the

final authority for Quick Flow operations. Right

echelon formation is normally used for Quick Flow;

however, variations are authorized with flight lead

coordination and tanker lead approval.

Normally, the receiver flight will join on the tanker

with the flight lead moving to the precontact position.

Remaining aircraft will proceed to the right

observation position. Once the flight lead commences

refueling, the second aircraft in the air refueling

sequence will move to the OnDeck position. The

OnDeck position is normally flown as a route

formation with approximately 10' spacing. When the

flight lead completes refueling, that aircraft moves to

an observation position on the tanker's left wing. The

second receiver moves from the OnDeck position to

the precontact and contact position. With three or

more receivers, the third receiver moves to the

OnDeck position. The right to left flow continues

until all fighters have refueled. When the air

refueling operation is complete, the flight may depart

the tanker or, if additional refueling is required,

remain in echelon formation on the tanker's left wing

and reverse the Quick Flow procedures, with a left to

right flow. The second receiver will assume a left

OnDeck position and Quick Flow will continue in

order. Additional receivers arriving prior to the first

flight completing refueling operations will remain in

trail position until they are cleared by the tanker to

the observation and/or precontact position.

T.O. GR1F16CJ1

Change 1831

In the event of a breakaway, the OnDeck receiver

follows the receiver that was on the boom. Any

receivers on the wing will remain with the tanker. In

the event a breakaway is initiated while a receiver is

transitioning from the observation position to the

OnDeck position, that receiver will follow the

receiver that was on the boom.

Toboggan

When altitude and atmospheric conditions result in

thrust requirements that exceed the receiver's

available thrust, a toboggan will be necessary. The

toboggan technique is a coordinated effort between

the tanker pilot and the receiver pilot in which

refueling is accomplished in a slight descent, allowing

the receiver to perform the refueling with available

thrust.

The receiver pilot must signal or call on boom

interphone that a toboggan maneuver will be

required before reaching full military power.

The tanker pilot will very gently reduce power and

initiate a rate of descent of approximately 300 FPM

while maintaining the air refueling airspeed

throughout the toboggan maneuver.

Weather Abort Procedures

Receivers must take every feasible action to enhance

the possibility of completing air refueling. Such

actions include altitude and course deviations

necessary to avoid severe weather. Deviations, when

required, must be made judiciously. When the

receiver leader determines that weather conditions

are such as to make formation refueling hazardous,

he may abort the cell. When the cell is to be aborted,

the receiver leader will instruct the tanker leader to

clear refueling track. Normal end refueling proce

dures will apply.

Afterburner Air Refueling

Afterburner Air Refueling is not recommended.

Separation/Termination Procedures

Following completion of air refueling, the receiver(s)

will maneuver to the prescribed formation position,

obtain tanker post air refueling report, and return to

the primary refueling frequency (if applicable). After

the receivers have reformed, the tanker leader will

provide the receiver leader with present position in

relation to the planned completion point. Additional

information will be provided if requested; i.e.,

weather information, nearest abort bases, etc. The

receiver leader will request the no wind heading and

distance to the next checkpoint unless he has a

positive fix from which to navigate.

SEPARATION FROM A SINGLE TANKER

The tanker and receiver leader will coordinate on the

method of separation. Normally, after the receiver

flight has reformed, they will clear the tanker by

descending or as directed by the controlling agency.

The tanker will advise and receive clearance from the

receiver leader before changing altitude or heading.

Receivers will maintain a safe clearance from the

tanker as they proceed on their assigned mission.

CRUISE CELL TERMINATION (VMC)

When cleared by the receiver leader, elements will

join on their respective flight leaders. The receiver

force will then reform to the left and slightly below

the lead tanker. After receiving clearance from the

tanker leader and the appropriate controlling

agency, the receivers will proceed on their assigned

missions, maintaining safe clearance from the

tanker formation.

CRUISE CELL TERMINATION (IMC)

Refer to figure 89. Ten minutes prior to reaching the

cell termination point (if the point is other than

destination approach fix), the receivers will reform in

left echelon on the left wing of the tanker(s). Upon

reaching the cell termination point, the tanker(s) will

climb straight ahead 3000 feet and then turn to the

desired track, maintaining cell formation. Receivers

will maintain heading, altitude, and airspeed for 3

minutes. At this time, if flight formation rejoin is

impractical, number 1 receiver element will descend

1000 feet below base altitude, number 2 receiver

element will descend 500 feet to the base altitude,

number 3 receiver element will maintain altitude

(which will be 1000 feet above the base altitude), and

number 4 receiver element will climb 500 feet to an

altitude which is 2000 feet above base altitude.

Receiver elements will then proceed with their

mission independently.

CELL TERMINATION AT TERMINAL APPROACH FIX

Due to the many possible combinations of tanker/re

ceiver formations, terminal destination weather, and

terminal airfield penetration facilities, it is impracti

cal to designate one optimum method for penetration

at the destination. The following methods should be

applied as applicable:

From the final air refueling point, tankers and

receivers can be scheduled at their individual

optimum airspeeds to provide spacing for the

penetration.

T.O. GR1F16CJ1

832Change 1

After the receivers have a positive TACAN

lockon, they will normally depart the tankers

and proceed to destination as directed by the

appropriate controlling agency.

When available, approach control should be

used with enroute descents to obtain aircraft

separation.

The element (one tanker/two receivers) may

penetrate as a unit. Weather minimums for

this type approach are 2500 feet and 3 NM.

NOTE

A low fuel altitude will be designated

2000 feet below base altitude for

immediate descent of receivers with

low fuel or an emergency condition.

Receiver altitude changes will be

coordinated by the receiver cell leader

with the ATC agency. All aircraft of the

cell will note individual altimeter

errors at the cruise altitude with 29.92

inches Hg set on the altimeter and fly

their assigned altitudes after cell

separation with these errors applied.

ELEMENT PENETRATION

If conditions exist which necessitate a more

expeditious recovery (fuel shortage, emergency, etc.),

a basic cell penetration may be made. Penetration

airspeed and descent rate will be coordinated

between the tanker and receiver leader. When VFR,

the receivers will break off and enter initial for a VFR

landing.

RECEIVER RADAR REJOIN PROCEDURES (IMC)

If receiver radar rejoin is desired at the completion of

the cell termination, the following procedure will be

initiated:

Each receiver will maintain his respective

altitude.

The receiver formation leader will maintain

heading and each of the following receiver

elements will simultaneously turn left 15

degrees on the formation leader's command.

Numbers 2, 3, and 4 elements will maintain

this heading for 1, 2, and 3 minutes

respectively, and then resume the original

heading.

The flight will then rejoin on radar using the

procedures for radar joinup with tankers.

T.O. GR1F16CJ1

834Change 1

NORMAL AIR REFUELING PROCEDURES

Armament Safety Check

Prior to closing within lethal range of the tankers,

complete the following checks:

1. MASTER ARM switch-OFF or SIMULATE.

2. LASER ARM switch - OFF.

3. SMS - Confirm ordnance safe.

4. CMDS switches (9) - As required.

Precontact

Prior to air refueling, the following checks will be

completed:

1. TACAN - As required.

2. Emitters (ECM/FCR/RDR ALT) - As required

(Quiet/Silent/STBY/OFF).

3. HOT MIC CIPHER switch - HOT MIC.

4. Exterior lights (Night) - DIM, STEADY.

5. ANTI COLLISION light switch (Night) - OFF.

6. AIR REFUEL switch - OPEN.

7. AR status indicator light - RDY.

Contact

1. AR status indicator light - AR/NWS.

NOTE

Once contact is made, boom inter

phone communications can be estab

lished with the boom operator if HOT

MIC is selected. Volume is controlled

by the intercom volume control. The

boom interphone capability is pro

vided on all KC10/KDC10 and

KC135 tankers.

2. Fuel transfer - Monitor.

Disconnect

1. A/R DISC button - Depress momentarily,

then release.

If making an outer limit disconnect,

high separation rates should be

avoided to prevent damage to the boom

or receptacle.

2. AR status indicator light - DISC.

Remain stabilized in the contact

position until positive visual confirma

tion of boom separation is confirmed by

the boom operator.

Post Air Refueling

1. AIR REFUEL switch - CLOSE.

Failure to close the air refueling switch

will result in the FLCS remaining in

takeoff and landing gains, the roll rate

restricted to a fixed value, and the

failure of external fuel to transfer.

2. AR status indicator lights (3) - Off.

3. Fuel Quantity - Check.

4. MASTER ARM switch - As required.

5. SMS - As required.

6. CMDS switches (9) - As required.

7. TACAN - As required.

8. FCR - As required.

9. RDR ALT - As required.

10. LASER ARM switch - As required.

11. Exterior lights - As required.

T.O. GR1F16CJ1

Change 1835

EMERGENCY AIR REFUELING PROCEDURES

Breakaway Procedures

Relative position of both airplanes must be closely

monitored by all crew members during all phases of

air refueling. When either a tanker or receiver

crewmember determines that an abnormal condition

exists which requires an immediate separation of the

airplanes, that crewmember will transmit the

breakaway call on air refueling frequency. Abnormal

conditions include excessive rate of closure, closure

overrun, and engine failure. The receiver does not

have to be in the contact position to call a breakaway.

For all breakaways, transmit the tanker's call sign

and the word breakaway" three times (Example:

Chevy 2, breakaway, breakaway, breakaway") and

simultaneously take the following actions:

Actuate disconnect switches as applicable.

Retard throttle and establish a definite rate of

descent, using speed break if necessary.

If possible, drop aft of tanker until entire tanker is

in sight and monitor flight instruments.

The tanker pilot will increase power to obtain forward

separation. Unless lateral separation cannot be

assured, the tanker will accelerate in level flight and

will not climb. The lower rotating beacon will be

turned on, the pilot director lights will be flashed, and

the Radar/Rendezvous Beacon will be turned to

operate, if appropriate. When the receiver is well

clear, the breakaway may be terminated. The receiver

pilot will be notified of and will acknowledge any

reduction in power by the tanker to resume air

refueling speed. If a climb is required, the tanker pilot

will disengage the autopilot and climb straight

ahead. If in a turn, the tanker will maintain the

established bank angle until the receiver is well clear.

NOTE

If a breakaway is called prior to any

receiver reaching the observation

position, the entire receiver flight will

execute the breakaway procedure. If a

breakaway is called after receiver(s)

have reached the observation position,

only the receiver in the contact or

precontact position will execute the

breakaway procedure. The receiver(s)

in the observation position will main

tain formation on the tanker.

With certain gross weights and air

craft configurations, the tanker rate of

acceleration on a breakaway may

exceed the rate of acceleration for the

receiver aircraft in the observation

position.

System Malfunctions

When any system malfunction or condition exists

which could jeopardize safety, air refueling will not be

accomplished except during fuel emergencies or when

continuance of fueling is dictated by operational

necessity. At any time fuel siphoning is noticed, fuel

transfer will be stopped and the receiver notified. The

requirement to continue fuel transfer will be at the

discretion of the receiver pilot.

NOTE

A small amount of fuel spray from the

nozzle and receptacle during fuel

transfer does not require fuel transfer to

be terminated. The receiver pilot should

be notified if this condition exists and

the air refueling operations will be

continued or discontinued at his discre

tion.

SLIPWAY DOOR WILL NOT OPEN

No backup system is provided to open or close the

slipway door if hydraulic system B fails.

SLIPWAY DOOR WILL NOT CLOSE

If the slipway door will not close, perform the

following:

1. AR switch-CLOSE.

Normal FLCS gains and tank pressures will

be regained.

NOTE

The RDY, AR/NWS, and DISC lights

will not indicate normally. The NWS

light will not illuminate when nose

wheel steering is engaged.

T.O. GR1F16CJ1

836Change 1

INOPERATIVE BOOM/RECEPTACLE LATCHING

When all other recognized means of fuel transfer have

failed, and an actual fuel shortage emergency aboard

the receiver airplane exists, fuel can be transferred by

maintaining boom/receptacle contact using a slight

extend pressure on the boom telescope lever. Unusual

and varying trim changes may be required of both

tanker and receiver airplanes.

If a fuel shortage emergency requires:

1. Boom operator-Inform of the need to

accomplish manual boom/receptacle pres

sure refueling.

The receiver pilot must inform the

tanker he is ready to receive fuel and

coordinate the disconnect cycle for the

conclusion of refueling.

Prior to attempting this method of

transferring fuel, the boom operator

will brief the receiver pilot and

thoroughly coordinate the procedures

to be used. Both tanker and receiver

crews will monitor the refueling with

extreme caution.

KC10/KDC10 Boom FLCS Failure

Do not disconnect until cleared by boom operator.

When notified that a KC10/KDC10

boom flight control system failure has

occurred, do not initiate a disconnect

unless directed by the boom operator.

Follow the boom operator's instruction

explicitly. To reduce the probability of

boom strike after disconnect, it may be

necessary to remain in a stabilized

position to allow for aerodynamic

fairing of the boom control surfaces.

Brute Force Disconnect

There are two types of brute force disconnects:

Inadvertent and Controlled Tension.

NOTE

Enter any brute force disconnect as a

discrepancy in the AFTO Form 781.

The entry will specify which type of

brute force disconnect occurred.

INADVERTENT DISCONNECT

An inadvertent brute force disconnect is defined as

any unplanned disconnect which is the result of one

of the following:

The receiver aircraft moving rapidly to the aft limit,

causing mechanical tanker/receiver separation.

Boom pullout occurs at 38 degrees elevation or

below.

Following an inadvertent brute force

disconnect, air refueling will be termi

nated except during fuel emergencies

or when continuation of air refueling is

dictated by operational necessity.

CONTROLLED TENSION DISCONNECT

A controlled tension brute force disconnect is defined

as an intentional, coordinated disconnect occurring

above 38 degrees elevation, accomplished by gradual

movement of the receiver aircraft to the aft limit, and

ending with a smooth tension boom pullout.

Coordination between the receiver pilot and the boom

operator is required to ensure as smooth a disconnect

as possible.

1. Slide out boom with gradual power reduction.

2. When at full boom extension, tension

disconnect will occur with slight power

reduction.

A controlled tension brute force discon

nect will be accomplished only as a last

resort, after all other normal and

emergency methods of disconnect have

failed.

T.O. GR1F16CJ1

Change 1Glossary 1

GLOSSARY

STANDARD AND NONSTANDARD ABBREVIATIONS

Advance Attack

A/A, AA

Air to Air

AAM

AirtoAir Missile

Afterburner

ac, AC

Alternating Current

A/C GW

Aircraft Gross Weight

ACM

Air Combat Maneuvering

ACMI

Air Combat Maneuvering

Instrumentation

ADG

Accessory Drive Gearbox

ADI

Attitude Director Indicator

AFC

Afterburner Fuel Control

AGL

Above Ground Level

AGM

AirtoGround Missile

AIFF

Advanced Identification Friend or

Foe

AIM

Air Intercept Missile

AIS

Aircraft Instrumentation System

Antijamming

Aft/Left

ALOW

Automatic Low Altitude Warning

ALT

Altitude or Altimeter or Alternate

Amplitude Modulation

AMMO

Ammunition

AMRAAM

Advanced Medium Range Airto

Air Missile

ANT

Antenna

AOA

Angle of Attack

AOS

Angle of Sideslip

Autopilot

AR, A/R

Air Refueling

ARCP

Air Refueling Control Point

ARCT

Air Refueling Control Time

ARI

AileronRudder Interconnect

ARIP

Air Refueling Initial Point

ARMT

Armament

ASE

Aeroservoelastic

ASHM

Aft Seat HUD Monitor

ASIU

Aft Station Interface Unit

ASPIS

Airborne Self Protection Integrated

System

ATT, ATTD

Attitude

AUX

Auxiliary

AVTR

Airborne Videotape Recorder

BAK

Arresting Cable Prefix (e.g.,

BAK9)

BARO

Barometric

BATT

Battery

BDU

Bomb Dummy Unit

BIT

BuiltIn Test or Binary Digit

Buttock Line

BLU

Bomb Live Unit

BOS

Backup Oxygen Supply

BSU

Bomb Stabilizing Unit

CADC

Central Air Data Computer

CARA

Combined Altitude Radar

Altimeter

CBU

Cluster Bomb unit

CCIP

Continuously Computed Impact

Point

CCM

Coil Current Monitor

CCRP

Continuously Computed Release

Point

CCW

Counterclockwise

CDI

Course Deviation Indicator

CENC

Convergent Exhaust Nozzle

Control

CFT

Conformal Fuel Tank

Center of Gravity

CHAN

Channel

CIU

Central Interface Unit

CIVV's

Compressor Inlet Variable Vanes

CNI

Communications, Navigation, and

IFF

C&I

Communications and IFF

CONFIG

Configuration

CONT

Control

CO2

Carbon Dioxide

CRS

Course

CRV

Canadian Rocket Vehicle

CSD

ConstantSpeed Drive

CSFDR

Crash Survivable Flight Data

Recorder

CTVS

Cockpit Television Sensor

Clockwise

dBA

Adjusted (Human Ear Response)

Decibels

DBU

Digital Backup

dc, DC

Direct Current

DEEC

Digital Electronic Engine Control

DED

Data Entry Display

DEEU

Data Entry Electronic Unit

DEGR

Degraded

Drag Index

T.O. GR1F16CJ1

Glossary 2Change 1

DIA

Diameter

DIFF

Differential

DIS

Disable

DISC

Disconnect

DME

Distance Measuring Equipment

Down

DOI

Display of Interest

DSG RS

Designate/Return to Search

DTC

Data Transfer Cartridge

DTOS

Dive Toss

DTU

Data Transfer Unit

DTS

Digital Terrain System

DVAL

DValue

DWAT

Descent Warning After Takeoff

EAS

Equivalent Airspeed

ECM

Electronic Countermeasures

ECP

Engineering Change Proposal

ECS

Environmental Control System

EDU

Engine Diagnostic Unit

EED

Electroexplosive Device

EGI

Embedded GPS/INS

EGT

Exhaust Gas Temperature

ELECT

Electronic (primary altimeter

operating mode)

ELEV

Elevation

EMCON

Emission Control Option

EMER

Emergency

EMS

Engine Monitoring System

EMSC

Engine Monitoring System

Computer

ENDUR

Endurance

ENG

Engine

EOS

Emergency Oxygen Supply

EPU

Emergency Power Unit

EQUIP

Equipment

EST

Estimate

ETA

Estimated Time of Arrival

ETE

Estimated Time Enroute

EXT

External

FACK

Fault Acknowledge

FAULT ACK Fault Acknowledge

Flight Control

FCC

Fire Control Computer

FCR

Fire Control Radar

FFAR

Folding Fin Aircraft Rocket

FFP

Fuel Flow Proportioner

FLCC

Flight Control Computer

FLCP

Flight Control Panel

FLCS

Flight Control System

FLIR

Forward Looking Infrared Radar

Frequency Modulation

Foldout

FOD

Foreign Object Damage

FORM

Formation

FOV

Field of View

fpm, FPM

Feet per Minute/Flightpath

Marker

Forward/Right

FT, ft

Feet

FTIT

Fan Turbine Inlet Temperature

FWD

Forward

g, G

Force of Gravity

GAAF

Ground Avoidance Advisory Func

tion

gal, GAL

Gallon

GBU

Guided Bomb Unit

GCA

Ground Controlled Approach

GCAS

Ground Collision Avoidance System

GCU

Generator Control Unit

Guard

GEN

Generator

Ground Map

GND

Ground

Group

GPS

Global Positioning System

GRDCUS

Gulf Range Drone Control Upgrade

System

Glide Slope

Gross Weight

HDG

Heading

HDG SEL

Heading Select

High Frequency

HMCS

Helmet Mounted Cueing System

HAVE QUICK

HSI

Horizontal Situation Indicator

HUD

HeadUp Display

HYB VSV

Hybrid Variable Stator Vanes

HYB

Hybrid

HYDRAZN

Hydrazine

Hertz

IAS

Indicated Airspeed

IAW

In Accordance With

ICP

Integrated Control Panel

Identification

IFF

Identification, Friend or Foe

IGV

Inlet Guide Vanes

IKP

Integrated Keyboard Panel

ILS

Instrument Landing System

IMC

Instrument Meteorological

Conditions

IMSP

Instrument Mode Select Panel

In., IN.

Inches

INC

Increase

IND

Indicator

INOP

Inoperative

T.O. GR1F16CJ1

Change 1Glossary 3

INS

Inertial Navigation Set (or System)

INT

Intensity or Internal or Interval

INST, INSTR Instrument

INU

Inertial Navigation Unit

I/P

Identification of Position

ISA

Integrated Servoactuator

JETT, JTSN

Jettison

JFS

Jet Fuel Starter

JHMCS

Joint Helmet Mounted Cueing

System

JOAP

Joint Oil Analysis Program

Thousand (e.g., 40K = 40,000)

KCAS

Knots Calibrated Airspeed

KEAS

Knots Equivalent Airspeed

KIAS

Knots Indicated Airspeed

KT(S)

Knot(s)

KTAS

Knots True Airspeed

KVA

Kilovolt Ampere

Left

LADD

Low Angle Drogue Delivery

LAU

Launcher Armament Unit

lb, LB

Pound(s)

LB/HR

Pounds per Hour

LB/MIN

Pounds per Minute

LCO

Limit Cycle Oscillation

LCOS

Lead Computing Optical Sight

Load or Low Drag

Leading Edge

LEF's

Leading Edge Flaps

Landing Gear

LMLG

Left Main Landing Gear

LOD

LightOff Detector

LOX

Liquid Oxygen

LPU

Life Preserver Unit

LRU

Line Replaceable Unit

LTS

Lights

LWD

Left Wing Down

Mach

MAAS

Mobile Aircraft Arrestment System

MAC

Mean Aerodynamic Chord

MAL

Malfunction

MAL & IND

Malfunction and Indicator

MAN.

Manual

MAU

Miscellaneous Armament Unit

MAX

Maximum

MAX AB

Maximum Afterburner

Millibar

MDTC

Mega Data Transfer Cartridge

MEC

Main Engine Control

MECH

Mechanical

MEM

Memory

MFC

Main Fuel Control

MFD

Multifunction Display

MFDS

Multifunction Display Set

MFL

Maintenance Fault List

MFP

Main Fuel Pump

MHz

Megahertz

MIC

Microphone

MIL

Military

MIN

Minute or Minimum

Mark (equivalent of model)

MLG

Main Landing Gear

Millimeter

MMC

Modular Mission Computer

MPO

Manual Pitch Override

MRK BCN

Marker Beacon

Milliseconds

MSL

Missile or Mean Sea Level

MUX BUS

Multiplex Bus

Not Applicable

NAM

Nautical Air Miles

NFOV

Narrow Field of View

NLG

Nose Landing Gear

nm, NM

Nautical Miles

No., NO.

Number

NORM

Normal

NOZ POS

Nozzle Position

NVG

Night Vision Goggles

NVIS

Night Vision Imaging System

NWS

Nosewheel Steering

OAT

Outside Air Temperature

OBOGS

Onboard Oxygen Generating

System

OCSC

Overcurrent Sensing Contactor

OHEAT

Overheat

Operational or Optimum

OPT

Optional

OSB

Option Select Button

OVRD

Override

OXY

Oxygen

PBG

Pressure Breathing for g

PDG

Programmable Display Generator

PFL

Pilot Fault List

PFLD

Pilot Fault List Display

PMG

Permanent Magnet Generator

PNEU

Pneumatic (secondary altimeter

operating mode)

PNL

Panel

T.O. GR1F16CJ1

Glossary 4Change 1

pph, PPH

Pounds per Hour

PRE

Preset

PRESS.

Pressure, Pressurization

PRI

Primary

PSA

Pneumatic Sensor Assembly

psi, PSI

Pounds per Square Inch

PTO

Power Takeoff (shaft from engine

gearbox to ADG)

PWR

Power

QTY

Quantity

RAD

Radio (e.g., RAD 1 or RAD 2)

RCR

Runway Condition Reading

RCVV

Rear Compressor Variable Vanes

RDR

Radar

RDY

Ready

REL

Release

RER

Radial Error Rate

RIU

Remote Interface Unit

RMLG

Right Main Landing Gear

RNDS

Rounds (Gun)

RNG

Ranging

rpm, RPM

Revolutions per Minute

Return to Search

RSE

Reduced Speed Excursion

RSVR

Reservoir

RSVRS

Reservoirs

Retarded

Receive Variable

RWD

Right Wing Down

RWR

Radar Warning Receiver

RZIP

Rendezvous Initial Point

SAI

Standby Attitude Indicator

Start Descent Point

SEC

Secondary Engine Control

SEL

Select

SEAWARS

Seawater Activated Release System

SFO

Simulated Flameout Landing

SIF

Selective Identification Feature

Sea Level

SMS

Stores Management System

SNSR

Sensor

SPD BRK

Speedbrake

SPL

Sound Pressure Level

Square

SQL

Squelch

STA

Station

STAPAC

Stabilization Package

STBY

Standby

STD

Standard

ST STA

Stores Station

SUU

Suspension Utility Unit

Switch

SYM

Symmetrical

SYS

System

TACAN

Tactical Air Navigation

TAS

True Airspeed

TBRF

Tunable Band Reject Filter

TCN

TACAN

TCTO

Time Compliance Technical Order

TEF's

Trailing Edge Flaps

TEMP

Temperature

TER

Triple Ejector Rack

TEU

Trailing Edge Up

TGM

Training Guided Missile

TGT

Target

THEO

Theory

T.O.

Takeoff

TOD

Time of Day

TR, T/R

Transmit/Receive

TRV

Travel

Total Temperature

Television

TVS

Television Sensor

TWS

Threat Warning System

UFC

Upfront Control

UHF

Ultra High Frequency

UNK

Unknown

VAC

Volts ac

VDC

Volts dc

VHF

Very High Frequency

VIP

Visual Initial Point

VMC

Visual Meteorological Conditions

VMS

Voice Message System

VOL

Volume

VSV

Variable Stator Vanes

VVI

Vertical Velocity Indicator

With

Wideband

W/O

Without

WOD

Word of Day

WOW

Weight on Wheels

WPN

Weapon

WPN REL

Weapon(s) Release

wt, WT

Weight

Yaw

F16C/D. FLIGHT MANUAL (2002) - page 32

F16C/D. FLIGHT MANUAL (2002) - page 32