F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 63

T.O. GR1F16CJ1

832Change 1

2.

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.

3.

When available, approach control should be

used with enroute descents to obtain aircraft

separation.

4.

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:

1.

Each receiver will maintain his respective

altitude.

2.

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.

3.

Numbers 2, 3, and 4 elements will maintain

this heading for 1, 2, and 3 minutes

respectively, and then resume the original

heading.

4.

The flight will then rejoin on radar using the

procedures for radar joinup with tankers.

T.O. GR1F16CJ1

Change 1833

1F-16X-1-8005X

BASE ALTITUDE

1000 FT

NO. 1

NO. 2

NO. 3

500 FT

ALTITUDES LISTED ARE FOR SAMPLE ONLY USING 27,000 FT AS A BASE ALTITUDE.

25,000

26,000

27,000

28,000

29,000

30,000

LOW FUEL

ALTITUDE

AL

TITUDE - FEET

Cell Termination Procedure

Figure 89.

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:

D

Actuate disconnect switches as applicable.

D

Retard throttle and establish a definite rate of

descent, using speed break if necessary.

D

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

F

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.

F

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.

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.

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:

D

The receiver aircraft moving rapidly to the aft limit,

causing mechanical tanker/receiver separation.

D

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 1837/(838 blank)

F

The receiver pilot must not jerk the

boom out with rapid thrust change

toward idle or by using speed brakes; to

do so may cause serious structural

damage. Gradual power reduction will

suffice to effect a disconnect.

F

Fly stabilized at contact altitude until

certain the nozzle is clear of the

receptacle and slipway.

F

Air refueling for the receiver which

required controlled tension disconnect

will be terminated except during fuel

emergencies or when continuation of

air refueling is dictated by operational

necessity.