F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 62

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.

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.

D

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

D

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.

D

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.

D

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.

D

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:

D

Normally accomplish when clear of clouds.

D

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

receiver(s) will immediately confirm altitudes.

D

The receiver and tanker inbound courses to the

RZ/ARIP must be separated by a minimum of 30

degrees.

D

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:

S

Rendezvous altitudes

S

RZ time and ARCT

S

Inbound courses to the RZ/ARIP

S

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

F

If a partial fuel load is onloaded, a fuel

spread in excess of flight manual limits

should be anticipated.

F

B

 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.

F

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.

F

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.

F

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.

F

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.

F

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.

F

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.

F

When notified that a KC10/KDC10

boom flight control system failure has

occurred, do not initiate a disconnect

unless directed by the boom operator.

F

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

830Change 1

1F-16X-1-8007X

Quick Flow Air Refueling

Figure 88.

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:

1.

From the final air refueling point, tankers and

receivers can be scheduled at their individual

optimum airspeeds to provide spacing for the

penetration.