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Air Refueling Procedures Brief

Air Refueling Procedures Brief. UPDATED MARCH 2012. FTI Procedures. Air refueling altitude, Air refueling track, Air refueling speeds Overrun and Under-run Procedures Closure Closure from ½ mile to Contact Positions Boom Limits Demo Breakaway Procedures Role Reversal Procedures

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Air Refueling Procedures Brief

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  1. Air Refueling Procedures Brief UPDATED MARCH 2012

  2. FTI Procedures • Air refueling altitude, Air refueling track, Air refueling speeds • Overrun and Under-run Procedures • Closure • Closure from ½ mile to Contact Positions • Boom Limits Demo • Breakaway Procedures • Role Reversal Procedures • Recovery • Filing • AP1B • GP • Rendezvous Types and Procedures • RV Alpha (Anchor) • RV Delta (Point Parallel) • RV Golf (En Route) • Checklist Management • Communications Plan • Air refueling area • RVIP/RVCP (ARIP/CP/CT) • Offset • FMS Setup • Seagull / RVIP-RVCP line • Recommended PFD Setup

  3. Filing • AP1 B Chapter 4 • AR example • GP Chapter 4 • Flight plan example

  4. AP1 B • Track Name/Direction • Navigation • Comm/RV plan • AR Altitudes (Block) • Scheduling unit (preflight planning) • ARTCC (SODAR) COMMUNICATION/RENDEZVOUS PLAN a. Primary UHF b. Backup UHF c. APN 69/134/135 Settings (Beacon) d. APX 78/Encode/Decode (Transponder) e. TACAN Channels Receiver/Tanker

  5. AP1 B • Track Name/Direction • Navigation • Comm/RV plan • AR Altitudes (Block) • Scheduling unit (preflight planning) • ARTCC (SODAR) COMMUNICATION/RENDEZVOUS PLAN a. Primary UHF b. Backup UHF c. APN 69/134/135 Settings (Beacon) d. APX 78/Encode/Decode (Transponder) e. TACAN Channels Receiver/Tanker

  6. DD175

  7. Rendezvous RV Delta (Point Parallel)

  8. Rendezvous: RV Golf (Enroute)

  9. AR Training Flight Overview • Ground Ops- Per Formation FTI chapter. • Takeoff and depart to area as a formation. • If weather precludes section takeoff, use established rendezvous procedures to effect rejoin in the area. • Tanker to CP, Clears Receiver to rendezvous altitude and to IP. • Checklist • Comm Plan • Tanker Procedures. • Receiver Procedures.

  10. Rendezvous /Pre-descent Checklist 1. Radios …………………………..Set (P,CP) 2. Crew..………………………Notified (P,CP) 3. Radar..………………………..Standby (CP) 4. TAS………………...................As Req (CP) 5. Altimeters..…………………As Req (P,CP) 6. TACAN A/A……………….....As Req (CP) 7. MARSA (Tanker)………………Declare (P) Prep for Contact (Completed before 1/2 mile) 1. Crew……………...Ready for Refueling (P) 2. Exterior Lights………………..As Req (CP) 3. Autopilot……………....Disengaged (P,CP) 4. Transponder…………………..…..Off (CP) 5. Seat Height……….......Adjust as req (P,CP) Simulated Contact 1. Position…………………Monitor (P,CP,OB) After Air Refueling 1. After Refueling Report………..As Req (CP) 2. External Lights ………………..As Req (CP) 3. Transponder ……………………….Set (CP) 4. TAS……………………………As Req (CP) 5. Altimeters………………………..Set (P,CP) 6. Crew …………………………...Notified (P) Checklists

  11. Communications Plan • Interplane --- 140.525 • (Pri)Interplane (Sec)--- 140.625 • A/A TACAN--- 29Y receiver / 92Y tanker • Ensure TACAN is set To AA.

  12. Simulated Air Refueling Area • Seagull Central working area. • Can coordinate any altitude block. • Accept MARSA and inform Seagull of multiple breakups and rendezvous. • Ensure lateral and vertical boundaries honored. • If needed can coordinate two blocks and designate longer IP/CP line or designate different IP/CP for alternate seagull procedures.

  13. RVCP CRP 115/38 OFFSET RVIP CRP 115/55

  14. FMS SETUP INITIAL POINT CRP 115/55 CONTROL POINT CRP 115/38 HOLD POINT CRP 115/38 -- DISCONTINUITY -- SEAGULL BOUNDARIES

  15. RECOMMENDED PFD DISPLAY PRIMARY NAV – FMS PRESET – VOR TUNED TO CRP #1 NEEDLE – TCN (AIR-AIR) #2 NEEDLE – VOR2 (DME FROM CRP) COURSE – DETERMINED BY FMS SPEED – A/R 150 TANKER / 180 SELECTED RECEIVER HEADING – A/R OB OR IB WIND CORRECTED PSA – TANKER ALTITUDE, SET PRIOR TO JOIN

  16. Set up intercept between the RVCP and RVIP (CP in Green). • USE 2 mile OFFSET on FLT PLAN page. 3. Inhibit FMS sequence. 4. Verify offset on Progress Page. OFFSET COURSE

  17. Overrun/ Under-run Procedures • Increase to180KTS • Decrease to 150KTS • 1 1000’ • Decrease to 140KTS • Sets Max Cruise Power until 1NM • 1 1000’ • OVERRUN • Tanker airspeed – • Receiver airspeed – • Receiver will then call “terminate overrun procedures” when within NM and below the tanker • UNDER-RUN • Tanker airspeed – • Receiver airspeed – • Receiver will then call “terminate under-run procedures” at NM and below the tanker

  18. 500’ below .5 DME behind 1000’ below 1 DME behind

  19. .3 DME /300 FT below

  20. Precontact Position PRECONTACT Receiver will stabilize 50’ behind on 30º bearing line

  21. Closure 3 Precontact Precontact

  22. Contact Position CONTACT KC-135 verse KC-10 position lights

  23. Contact Position CONTACT KC-135 verse KC-10 position lights

  24. Closure 4 Contact Contact

  25. Boom Limits KC-135 Up/Down 30º ± 10 Left/Right ±10º Fore/Aft 6.1 – 18.3 ft KC-10 Up/Down 30º ± 10 Left/Right ±19º Fore/Aft 6.1 – 21 ft

  26. Boom Limits Demo The visual indications of the right position include lining up directly behind the tanker right engine inboard exhaust stack, and the tanker tail fixed on the top edge of the receiver windscreen. Right Limit demo • The tanker vortices tend to push the receiver aircraft to the center. Inexperienced pilots will over correct when trying to return to centerline behind the tanker. Opposite aileron to the direction of drift back to center may be necessary to slow down the rate of return and avoid an overshooting oscillation. A technique for moving from center to the left or right is to ratchet the aircraft slowly to the outer limit then stabilize.

  27. Boom Limits Demo The visual indications of the left position include lining up directly behind the tanker’s left engine inboard exhaust stack, and the tanker tail fixed on the top edge of the receiver windscreen. Left Limit demo • The tanker vortices tend to push the receiver aircraft to the center. Inexperienced pilots will over correct when trying to return to centerline behind the tanker. Opposite aileron to the direction of drift back to center may be necessary to slow down the rate of return and avoid an overshooting oscillation. A technique for moving from center to the left or right is to ratchet the aircraft slowly to the outer limit then stabilize.

  28. Breakaway Procedures • “BREAKAWAY, BREAKAWAY, BREAKAWAY” • Either aircraft in the formation can call a Breakaway. • TANKER PROCEDURES • Increase power • Start a climb but do NOT decrease airspeed to lower than 150KTS • If in a turn, maintain established bank angle • Turn on Rotating Beacons • RECEIVER PROCEDURES • Receiver Pilot • Actuate autopilot/boom disconnect • Power to Idle • Start rate of descent away from Tanker • Transition to instruments • Props full forward if necessary to assure safe separation • Receiver Co-pilot • Actuate autopilot/boom disconnect switch • Turn on TAS • Turn on Rotating Beacons • Keep Visual of Tanker confirming aircrafts are well clear

  29. Role Reversal Procedures • Tanker • Turn to receivers’ reciprocal heading • With 3NM separation is attained with increasing DME. Coordinate a altitude swap • Descend to 1000’ below A/R altitude • Receiver • Maintain present airspeed and altitude till 3NM with increasing DME is attained • Climb to A/R altitude • When both aircraft report level at their respective altitudes, the “New tanker” will proceed to the ARCP. The “New Receiver” will proceed to the RVIP and give his simulated 15 min call. • The procedure for a RV Delta (point parallel rendezvous) is then initiated

  30. QUESTIONS?

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