standard related document – france

Transcription

UPDATE : JUNE 2013
National SRD-FRANCE
ATP 3.3.4.2(C)
STANDARD RELATED DOCUMENT – FRANCE
(Formerly National Annex G)
Subject
Paragraph
Introduction
Tanker Aircraft Types
Receiver Qualification and Currency on FAF Tankers
Initial Qualification
Maintaining AAR Currency
Boom
BDA
Wingtip mounted AAR Pods
HDU
Requalifying if AAR Currency has lapsed
Boom
BDA
Wingtip mounted AAR Pods
HDU
Receiver Type Certified
Source Documents
POC for national SRD
POC for Tanker/Receiver Clearance
POC STANEVAL
National Annex Last Update
National Reservation
List of Annexes and Appendices
1
2
3
3a
3b
3 b (1)
3 b (2)
3 b (3)
3 b (4)
3c
3 c (1)
3 c (2)
3 c (3)
3 c (4)
4
5
6
7
8
9
10
11
1. Introduction.
The French Air Force (FAF) has 2 main tanker types: the
C135 (C-135FR and KC-135R) and the C160NG Transall. The French Navy
(FN) operates Super Etendard Modernisé (SEM) and Rafale M converted to the
tanker role by fitting an externally carried AAR pod. During operations and
training missions, the FAF tanker group and squadrons usually use the RV
Procedure ECHO as described in Chapter 2 Annex 2E. The tanker should aim
to fly to the ARCP on the hour and every 15 minutes thereafter. The ARIP
should be flown as close as possible in order to provide a straight flight to ease
rendezvous for blind aircraft.
2. Tanker Aircraft Types.
a. C135.
See
Annex A for full details of the C-135FR and KC-135R.
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b. C160 NG TRANSALL.
See Annex B for full details of the C160NG.
c. Super Etendard Modernisé (SEM).
SEM.
d. Rafale M.
See Annex C for full details of the
See Annex D for full details of the Rafale M.
3. Receiver Qualification and Currency on FAF Tankers
a. Initial Qualification. Unless agreed otherwise, before attempting to qualify
on French Air Force tankers, foreign national aircrew must be receiver
qualified within their own air force or allied air force. Additionally, in order to
qualify to receive fuel from FAF tankers, foreign national aircrews are to
have tanked during the preceding 90 days.
The other specific training requirements are:
(1) Boom. Receiver pilots should be qualified on KC-135 or KC-10
before performing boom refuelling with FAF C-135FR and KC-135R.
If not qualified, receiver pilots must perform an AAR using the Boom
system in a dual control aircraft with a qualified instructor on board, or
with qualified instructor in another aircraft if dual control aircraft
doesn’t exist.
(2) BDA. Receiver pilots are to have been briefed by a qualified
instructor on BDA operations, procedures, particularities, possible
difficulties and emergency actions. Two training flights are to be flown
under the supervision of a qualified instructor (who may be in another
aircraft). The flights are to include, as a minimum, a join and rejoin
procedure and 2 contacts, one which must involve the transfer of fuel.
(3) Wingtip mounted AAR Pods. Receiver pilots must have been
briefed by a qualified instructor on Wingtip mounted AAR Pods
operations, procedures, particularities, possible difficulties and
emergency actions.
(4) HDU. Receiver pilots are to have been briefed by a qualified
instructor on HDU operations, procedures, particularities, possible
difficulties and emergency actions.
b. Maintaining AAR Currency. The periodicity required to maintain an AAR
currency on FAF tankers is:
(1) Boom. One AAR sortie every 3 months using boom system.
(2) BDA. One AAR sortie every 2 months using the BDA system.
(3) Wingtip mounted AAR Pods. One AAR sortie every 4 months using
wing pods or HDU.
(4) HDU. One AAR sortie every 4 months using HDU or wing pods.
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National SRD-FRANCE
c. Requalifying if AAR Currency has Lapsed.
If the receiver pilot has not
respected currency time described above (b.), a requalifying flight must be flown:
(1) Boom. One AAR sortie using the Boom system in a dual control aircraft
with a qualified instructor on board or with qualified instructor in another
aircraft if dual control aircraft doesn’t exist.
(2) BDA. One AAR sortie using the BDA system in a dual control aircraft with
the qualified instructor on board or with qualified instructor in another
aircraft if dual control aircraft doesn’t exist.
(3) Wingtip mounted AAR Pods. One AAR sortie using wing pods or HDU
within their own air force tanker, or within the country that have delivered
their qualification.
(4) HDU. One AAR sortie using HDU or wing pods within their own air force
tanker or within the country that have delivered their qualification.
4. Receiver Type Certified. Details of receiver technical clearances
are published at Annex E. The publishing of information in Annex
E does not constitute an automatic authority to undertake
refuelling. Such authority will be contained in general agreements,
theatre spins, exercise OPORDS or other official document that
determine the context of employment.
NOTE
TECHNICAL CLEARANCES PUBLISHED AT ANNEX E ARE GIVEN FOR NATO
AND NON-NATO AIRCRAFT.
FOR NATIONS THAT ARE NOT NATO MEMBERS, OR HAVE NOT RATIFIED
STANAG 3971, AIRCRAFT TECHNICALLY AUTHORIZED TO REFUEL ON FAF
AND NAVY TANKER IMPLIES THAT PILOTS WILL APPLY
ATP-56(C)
PROCEDURES.
FOR NON-NATO AIR FORCES, UNLESS OTHERWISE SPECIFIED, SPECIFIC
BRIEFING SHOULD BE LED BEFORE AAR WITH FAF TANKERS IN ORDER TO
CHECK TANKER AND RECEIVER PROCEDURES IN ACCORDANCE WITH ATP56(C) (FACE TO FACE BRIEFING WITH A QUALIFIED INSTRUCTOR OR WITH
THE TANKER CREW). SPECIAL CARE SHOULD BE TAKEN FOR NIGHT AND/OR
IMC AAR PROCEDURES.
5. Source Documents.
a. EMAA/CPE AIR H7 (C 135 & C 160 AAR Procedures).
b. IP N°62 ALAVIA ENT/CHAS/DR « règlement de standardisation » TITRE 2
CHAP3
c. B.D.N°C-135FR-1(Flight Manual C 135FR)
d. T.O.1C-135(K)R-1(Flight Manual KC 135R)
e. T.O.1-1C-1-3 (AAR Refuelling Procedures KC 135)
f.
MET C160 Tome 2.
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National SRD-FRANCE
6. POC for SRD.
Base aérienne 125
Équipe de marque Ravitaillement en vol 02.333
8, route du camp d'aviation
BP 20099
13 128 Istres CEDEX
Tel: (+33) 4.42.41.82.67
Fax: (+33) 4.42.56.95.11
E.mail:
ba125.em-rvt-sec.fct@intradef.gouv.fr
or
sec.equipes-marque.ceam@air.defense.gouv.fr
7. POC for Tanker/Receiver Clearance
a. FAF
EMAA/SCA/B.EMP/DIV CBT
5 bis, avenue de la Porte de Sèvres
75509 Paris cedex 15
FRANCE
Tel : (+33) 1.45.52.11.78
Fax: (+33) 1.45.52.11.44
E.mail :
thierry.de-pompery@intradef.gouv.fr ;
joseph-olivier.bonnardot@intradef.gouv.fr
virginie.boissiere@intradef.gouv.fr;
b. NAVY
EMM/EMO/N5
2, rue Royale – Paris 8ème
00 350 ARMEES
FRANCE
Tel: (+33) 1.42.92.17.84
Expert SEM: EMM/EXPERT/AVEMB
Tel : (+33) 1.42.92.18.52
E.mail: avemb.aero.prog.emm@marine.defense.gouv.fr
Expert Rafale M: EMM/RAFALE
Tel : (+33) 1.42.92.17.52
E.mail: rafale.emm@marine.defense.gouv.fr
8. POC STANEVAL
(As for National SRD)
9. National SRD Last Updated.
10. National Reservation.
JUN 2013
Nil.
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National SRD-FRANCE
11. List of annexes and appendices.
Appendix
Annex A
Appendix A1
Appendix A2
Appendix A3
Appendix A4
Appendix A5
Appendix A6
Appendix A7
Subject
C-135FR – KC-135R
C135 (C-135FR/KC-135R) - Boom
C135 (C-135FR/KC-135R) - BDA
C-135FR/MPRS – POD
C-135FR – Exterior Lightning
C135 (C-135FR/KC-135R) - Dimensions
Types of Drogue
C-135FR Video Monitoring System
Location
Annex B
Appendix B1
Appendix B2
C-160NG TRANSALL
C-160NG - Exterior Lighting
C-160NG - AAR Equipment Signal Lights and
Hose Markings
C-160NG Transall Dimensions
C-160NG Hose and Drogue
Appendix B3
Appendix B4
Annex C
Appendix C1
Appendix C2
Appendix C3
Equipment
Super Etendard Modernisé (SEM)
Super Etendard Modernisé - Exterior Lighting and
Hose Markings
Super Etendard Modernisé - Dimensions
Types of Drogue
Annex D
Appendix D1
Appendix D2
Appendix D3
Rafale M (NAVY)
Rafale M - Exterior Lighting and Hose Markings
Rafale M - Dimensions
Rafale M - Types of Drogue
Annex E
Receiver Data/Clearance – FAF and FN Tankers
(Boom/BDA/Drogue)
FAF and FN Tankers/Foreign Military Receivers
Technical Clearance Matrix
FAF and FN Receivers/Foreign Military and Non
Military Tankers Technical Clearance Matrix
C-135FR/KC-135R – AAR Receiver Information
C-160NG – AAR Receiver Information
A400M – AAR Receiver Information
Common Warnings, Cautions and Notes
Receiver-specific AAR Information
Appendix E1
Appendix E2
Appendix E3
Appendix E4
Appendix E5
Appendix E6
Appendix E7
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National SRD-FRANCE
LIST OF EFFECTIVE PAGES TO SRD-FRANCE
PAGE NUMBERS
EFFECTIVE PAGES
1
2
3
4
5
LEP-1
Jun 13
Nov 12
Nov 12
Jun 13
Nov 12
Jun 13
LEP-1
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Annex A to National SRD-FRANCE
ANNEX A TO SRD-FRANCE
C-135FR – KC-135R
Subject
Introduction
AAR equipment
AAR equipment – Boom
Description
Basic Operation
Automatic Disconnect
Boom Envelope
Normal Disconnect
Brute Force Disconnect
Controlled Brute Force Disconnect
Inadvertent Brute Force Disconnect
AAR Boom Lighting
Description
Basic Operation
Receiver Actions
Elevation
Longitudinal Position
Radio Silent Procedures
Failure of PDLs to Illuminate
PDLs Fail to Illuminate When Making Contact
PDLs Fail During Contact
Flashing PDLs
Other Illumination
AAR Equipment – BDA
Description
Basic Operation
Receiver Actions
Fuel Transfer
Fuel Transfer Failure
Normal Disconnect
Emergency Disconnect
AAR Equipment Lighting – BDA
AAR Equipment – Wingtip mounted AAR Pods
Description
Basic Operation
Receiver Actions
Receiver Too Close
Caution
AAR Equipment Lighting-Wingtip mounted AAR Pods
Description
Pod Status Lights
Day AAR
Night AAR
A-1
Paragraph
1A
2A
2A a.
2A a.(1)
2A a.(2)
2A a.(3)
2A a.(4)
2A a.(5)
2A a.(6)
2A a.(6) (a)
2A a.(6) (b)
2A a.(7)
2A a.(7) (a)
2A a.(7) (b)
2A a.(7) (c)
2A a.(7) ( c) (i)
2A a.(7) ( c ) ( ii )
2A a.(7) (d)
2A a.(7) (e)
2A a.(7) (e) (i)
2A a.(7) (e) (ii)
2A a.(7) (f)
2A a.(7) (g)
2A b.
2A b.(1)
2A b.(2)
2A b.(3)
2A b.(4)
2A b.(5)
2A b.(6)
2A b.(7)
2A b.(8)
2A c.
2A c.(1)
2A c.(2)
2A c.(3)
2A c.(4)
2A c.(4) (a)
2A c.(5)
2A c.(5) (a)
2A c.(5) (b)
2A c.(5) (b) ( i )
2A c.(5) (b) ( ii)
June 2013
Aircraft Lighting
Video Monitoring and Recording System
Boom/BDA AAR Operations
MPRS AAR Operations
AAR Datas
Refuelling Heights and Speeds
Maximum Transferable Fuel
Fuel Transfert Rate
Regulated Fuel Pressure
Fuel Type Available for AAR
Receiver Types Certified
Recording Fuel Transferred
Mark Facilities
Dimensions
RV Aids
List of Appendices
2A d.
2A e.
2A e.(1)
2A e.(2)
2A f.
2A f.(1)
2A f.(2)
2A f.(3)
2A f.(4)
2A f.(5)
2A f.(6)
2A f.(7)
2A f.(8)
2A f.(9)
2A f.(10)
3A
1A. Introduction. The FAF has two variants of C135s in service: C-135FR and KC135R.
2A. AAR Equipment. C-135FR and KC-135R are both equipped with one centreline
mounted flyable boom. A boom drogue adapter (BDA) can be set for probe equipped
aircraft. Only C-135FR is fitted with 2 wingtip mounted FRL Mk32B air refuelling pods.
Due to Boom Operator qualifications, boom refuelling is unavailable to GOLF-heavy
receivers (KC-10, C-5, C-17, E-4, B-2), but is available for Receptacle Equipped
Fighters. Aircraft Types are listed in Annex E.
a. AAR Equipment – Boom.
(1) Description.
The boom is approximately 8.5m (28 ft) long with an
additional 5.6 m (18.5 ft) of inner fuel tube witch can be extended or retracted by
the boom operator.
NOTE
DUE TO INTERPHONE MODIFICATION, FRENCH C-135FR AND KC-135R ARE
NOT EQUIPPED WITH A BOOM INTERPHONE COMMUNICATION SYSTEM.
(2)
Basic Operation.
(a) When ready to refuel, the boom is lowered from its stowed position and
about 3 m (10 ft) of the retractable portion is extended by the boom
operator.
(b) When cleared, the receiver moves from a stabilised (zero rate of closure)
astern position to a steady boom contact position.
(c) Closure to contact will be slow and stable (approximately 1 foot per second)
with the receiver stabilising in the contact.
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(d) When this is achieved, the boom operator flies the boom to the receiver
aircraft’s receptacle and extends the boom to make contact. Locking
toggles in the receptacle operate to hold the boom nozzle in contact.
(e) The receiver then maintains its position within the boom operating
envelope.
WARNING
THE RECEIVER WILL STABILISE IN THE ASTERN POSITION AND ATTAIN A
ZERO RATE OF CLOSURE. IF THE RECEIVER FAILS TO ATTAIN
STABILISED POSITION, OR IT BECOMES APPARENT THAT A CLOSURE
OVERRUN WILL OCCUR, BREAKAWAY PROCEDURES WILL BE INITIATED.
FAILURE TO DO SO COULD RESULT IN A MID-AIR COLLISION.
EXCESSIVE CLOSURE RATE COULD CAUSE THE TANKER TO DESCENT
INTO THE PATH OF THE RECEIVER. THE TANKER PILOT MUST BE
PREPARED TO DISCONNECT THE AUTOPILOT TO PREVENT ALTITUDE
DEVIATIONS. INITIATE A BREAKAWAY AT THE FIRST INDICATION OF A
CLOSURE OVERRUN.
(3) Automatic Disconnect.
Provided the receiver remains within the
envelope, contact is maintained, however, if the receiver moves beyond the
limits, a disconnect will automatically occur.
(4) Boom Envelope.
The envelope is defined by automatic limit
switches connected to the boom; the envelope permits a limited amount of
fore and aft movement and some freedom of manoeuvre in the pitching,
rolling and yawing planes. The envelope limits are set well within the
mechanical limitations of the boom; therefore, provided the envelope limits
are not exceeded too rapidly, the disconnect will occur before the boom is
damaged. The full envelope is illustrated in Appendix 1 to this Annex;
however the freedom of manoeuvre in boom elevation is reduced for some
receiver aircraft because of their receptacle characteristics.
(5) Normal Disconnect.
To make a normal disconnect, the receiver
releases the receptacle toggles (this may also be effected remotely by the
boom operator) and remains stabilized in the contact position until the
boom operator confirms a disconnect has been achieved, the receiver then
moves to the astern position
(6) Brute Force Disconnect.
There are two types of brute force
disconnect, controlled and inadvertent.
(a) Controlled Brute Force Disconnect. If the receptacle toggles
fail to release, they can be over –ridden by the receiver’s
gradual movement aft, and ending with a smooth tension boom
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Jun 2013
pullout above 38 degrees elevation. Coordination between the
receiver pilot and boom operator is required to ensure a
disconnect as smooth as possible.
(b) Inadvertent Brute Force Disconnect. Any unplanned disconnect
that is the result of the receiver moving rapidly to the aft limit, causing
mechanical tanker/receiver separation and nozzle pullout occurs at
38 degrees elevation below.
(7) AAR Boom Lighting.
(a) Description. Pilot Director Lights (PDL) provide positioning
information to receiver pilots during boom type refuelling. The PDLs
are located on the bottom of the fuselage, aft of the nose landing
gear; they consist of 2 panels of lights. The left panel gives boom
elevation information and the right panel gives boom telescoping
information; see Appendix A1 to this Annex.
(b) Basic Operation. When the contact is effective between the boom
and the receiver receptacle, the lights are automatically controlled by
movement of the boom in elevation and by the in and out movement
of the telescoping portion. These lights indicate the position of the
boom in relation to the boom operating envelope and command the
direction of receiver movement required to bring the boom to the ideal
refuelling position. During movements of the receiver toward the
contact position, the PDLs are used manually by the boom operator
to direct the receiver into the boom contact position. A steady red
PDL light is used to command a large movement in the direction
indicated, and a single flashing red light is used to command a small
correction. The PDL lights can also be extinguished by the boom
operator to signal a request for disconnect. For breakaway, long
flashing PDL lights are used to command an emergency separation.
(c) Receiver Actions.
(i)
Elevation. At one end of the elevation panel is the illuminated
letter U (for up); at the other end is the illuminated letter D (for
down); see Appendix A1 to this Annex. Adjacent to the letters
are red arrowheads. If a receiver is in contact with the boom
near the upward elevation limit, the red arrowhead next to the D
will be illuminated; this indicates a downward movement is
required. As the receiver moves down, the red light
extinguishes and a green arrowhead illuminates, indicating the
boom is approaching the ideal position. When the ideal
elevation is reached, the green light extinguishes and 2 parallel
green bars illuminate.
(ii)
Longitudinal Position. Longitudinal position is verified using
similar indications to those described above for the vertical
position. The right-hand telescoping panel is similar in function,
although the display is slightly different. The ends of the panel
have the illuminate letters F and A (forward and aft); see
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Jun 2013
Appendix A1 to this Annex. The position information and
movement commands are given by illuminated horizontal bars
with red leading into green, with the ideal position shown by 2
parallel green bars illuminating. The command indications are
separated by illuminated vertical white bars to give contrast.
The telescoping part of the boom is in coloured segments,
which duplicate PDL indications, at night these segments are
illuminated by boom marker lights. Lights are not provided for
azimuth positioning; however, a fluorescent yellow stripe on the
under surface of the tanker fuselage is provided for centreline
reference.
(d) Radio Silent Procedure. During radio silence, the PDLs can be
used to give positioning commands to direct a receiver into the boom
contact position. A steady red PDL light commands a large movement
in the direction indicated, and a single flashing red light commands a
small correction. The PDL lights can also be extinguished to signal a
request for disconnect. For breakaway, long flashing PDL lights are
used to command an emergency separation.
(e) Failure of PDLs to illuminate.
(i)
(ii)
PDLs Fail to Illuminate When Making Contact.
If the
PDLs do not illuminate when a receiver makes contact, the
receiver should disconnect and await instructions. Continuation
of air refuelling operation is at the receiver's pilot discretion. If
refuelling is continued, verbal corrections from the boom
operator may be requested.
PDLs Fail During Contact. If the PDLs go out during
contact, the receiver is to initiate a disconnect and return to
the astern position. Continuation of air refuelling operation is
at the receiver's pilot discretion, and therefore verbal
corrections from the boom operator may be requested.
(f) Flashing PDLs. Flashing PDLs and tanker lower strobe light on
command a breakaway; the receiver will disconnect immediately and
move back and down to clear the tanker, performing the emergency
separation procedure.
(g) Other Illumination. During night AAR, the AAR floodlight, boom
marker lights and boom nozzle light will also be used to illuminate the
boom.
b. AAR Equipment - BDA
(1) Description. The boom is usually modified to refuel probe equipped
aircraft by fitting a BDA, which is 2.74 m (9 ft) of hose attached to the end
of the telescoping part of the boom by a swivelling coupling MA2 type
(Parker, Only fitted on specific request) or MA3 (Intertechnique); the hose
terminates in a hard, non-collapsible drogue (see Appendix A6). The
telescoping part of the boom is kept fully extended while the BDA is in use.
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Jun 2013
There are pre-determined boom elevations and azimuths settings for each
receiver type (see Annex E).
(2) Basic Operation. The boom operator endeavours to hold the boom steady
at the settings throughout the astern and refuelling phases. The ideal
astern position for the receiver is to be stabilized 1.5 m (5ft) behind the
drogue; when cleared, the receiver moves forward to make contact.
NOTE
SIMULTANEOUS REFUELLING FROM THE CENTRELINE BDA AND
WINGTIP MOUNTED AAR PODS IS PROHIBITED DUE TO INADEQUATE
REFUELLING ENVELOPE CLEARANCE BETWEEN AIRCRAFT.
(3) Receiver Actions. Great caution is required with the BDA because, unlike
hose drum systems, hose slack is not wound in. Contacts made with
closure rates greater than about 2 KIAS will cause the hose to whip, with a
consequent high probability of probe damage. Having made contact, the
probe should be positioned slightly offset from the boom to make the hose
adopt a S shape to one side; The ideal in-contact position is illustrated in
Appendix A2.The ideal position permits about 1.5 m (5 ft) of forward and aft
movement. Care must be taken to prevent the hose from looping around
the probe or touching the receiver’s fuselage, this can be avoided by the
receiver approaching no closer one half hose length.
(4) Fuel Transfer. When the receiver has made contact, the tanker will
transfer a small quantity of fuel to check the integrity of the system; if there
are no fuel leaks, normal fuel transfer will continue. If possible, the tanker
air refuelling pumps will be switched off 5 seconds before the scheduled
disconnect; this is to minimize fuel spray on disconnect.
(5) Fuel Transfer Failure. If fuel does no transfer, the receiver will be
instructed to disconnect; the receiver should drop back to the astern
position and check that the correct fuel system selections have been made.
The boom operator will cycle the boom system by retracting the boom to
approximately 6.5 m (15 ft) extension and then fully re-extend it. The
receiver will then be re-cleared for a further contact.
(6) Normal Disconnect. When cleared the receiver should disconnect by
dropping back, remaining aligned with the boom and aim to separate
leaving the drogue aligned to its free trail position. The boom operator does
not retract the boom for a normal disconnect. To avoid the drogue striking
the aircraft, the receiver pilot must not stay away from the correct lateral
alignment.
(7) Emergency Disconnect. In an emergency the boom operator may retract
the boom, in which event the drogue will whip violently as contact is broken.
(8) AAR Equipment Lightning – BDA. The elevation background lights will
be on during BDA AAR, but not be used to direct receiver positioning.
During night AAR, the AAR floodlight and boom marker lights will also be
used to illuminate the boom and BDA.
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c. AAR Equipment – Wingtip mounted AAR Pods.
(1) Description. The C-135FR/MPRS is fitted with 2 wingtip mounted AAR
pods. Each refuelling station consists of a FRL Mk32B-551 refuelling pod, a
22.5 m (74 ft) re-windable hose terminated in a MA4 (JC Carter or
Intertechnique) coupling and paradrogue (for drogue, see Appendix A6).
The hose is marked by two 1.2 m (4 ft) wide white bands, marking the fuel
transfer range limits and a 1.2 m (4 ft) wide red band marking the contact
forward limit before reaching the hose rewinding stop. Two side mounted
monitoring cameras allow the boom operator to monitor the pod air
refuelling operation and to order “move back”, “disconnect” or “breakaway”.
(2) Basic Operation. The hose must be pushed in at least 1.8 m (6 ft),
indicated by the first white band, to start fuel flowing.
(3) Receiver Actions. The ideal refuelling position is between the 2 white
bands which show the inner limit 17 m (56 ft) and the outer limit 20.7 m (68
ft) of the refuelling range.
(4) Receiver Too Close. If the inner limit is exceeded, fuel flow ceases and
the amber has a fore and aft range of movement of 3.7 m (12 ft) during
which fuel flows. See Appendix A3.
CAUTION
(I) RECEIVERS MUST BE VERY CAREFUL AND FOLLOW THE BOOM OPERATOR'S
ORDERS AND SIGNAL LIGHTS AND DRAW BACK AS SOON AS THEY ARE ORDERED.
OTHERWISE, WHEN REACHING THE FORWARD LIMIT OF THE REFUELLING RANGE.
THE FUEL FLOW CEASES AND THE AMBER LIGHT FLASHES. THE RECEIVER MUST
DRAW BACK TO REFUELING RANGE, THEN GREEN LIGHTS REMAIN ON ABOUT 15
SECONDS. A RELIABLE REFERENCE FOR THIS FORWARD LIMIT IS THE POSITION OF
THE REWINDING CARRIAGE INSIDE THE POD. THE LEFT EDGE OF THIS CARRIAGE
MUST NOT BE RIGHT OF THE PAINTED ORANGE MARK ON THE CARRIER AS SHOWN:
CARRIAG E
PO D
Pylon
Forward limit
Amber lights
Green lights
Normal refuelling position
Carriage right of orange mark
Red lights
(ii)
Refuelling receivers must remain clear of the outboard engine wake.
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Jun 2013
(iii)
Refuelling receivers must remain below the pod to keep clear of the
vortices of the wing trailing edge. See Appendix A3.
(iv)
FRL MK32-B AAR Pods have technical limitations that may have
operational consequences.
Receivers are not authorised to astern position before full
extension or retraction of hoses.
Air temperature and cloudy conditions during flight may lead the
AAR on pods inappropriate. AAR MK32-B operations are forbidden
:
-
in turbulence conditions,
in stormy conditions,
in icing conditions,
when air temperature is below –54° C.
Inside fuel transfer before refuelling (from C135FR wing tank to
body tank) may delay the scheduled time of AAR.
For safe retraction of hoses, C135FR must reduce speed as close
as 250kts, depending of speed capabilities of fighters in formation
with the tanker.
(v)
Both BDA and Pods qualifications are recommended before operating
AAR deployment, and/or long distance flights.
(5) AAR Equipment Lighting – Wingtip mounted AAR Pods.
(a) Description. AAR equipment signal lights are mounted in horizontal
rows on the AAR pods. Lights are coloured red, green and amber,
see Appendix A3 for further details.
(b) Pod Status Lights. The lighting sequence is as follow :
Before contact:
Steady Amber
Steady Red
Ready for contact
Pod inoperative
In contact:
All lights out
Steady Green
Steady Amber
Flashing Amber
Flashing Red
Offload complete/dry contact
Fuel transfer
Aft limit
Forward limit, drawback
Breakaway
(i)
Day AAR. For day AAR, the pod status lights, underbody,
underwing, nacelle illumination lights, pod illumination, outboard
nacelle illumination lights and pod floodlights will be set to
on/full bright.
(ii)
Night AAR. In addition to the day AAR lights, the underbody,
underwing, nacelle illumination lights, pod illumination, and
outboard nacelle illumination lights will be set to on/dim bright
for night AAR; they may be adjusted as required by the receiver
pilot. The AAR floodlight may also be used as desired.
A-8
Jun 2013
d. Aircraft Lighting. Aircraft under surfaces are illuminated by a comprehensive
array of lights, many of which are adjustable for brilliance upon request; see
Appendix A4 to this Annex. The initial setting for underbody and underwing lights
will be on/full bright during all types of refuelling day and on/dim for night AAR.
The nacelle lights will be on during all types of refuelling, but during night AAR,
will be dimmed prior to receivers reaching the observation position.
e. Video Monitoring and Recording System. The C-135FR is equipped with a
video monitoring and recording system dedicated for all night and day AAR
operations, (BOOM/BDA/MPRS). The night monitoring and recording capability is
obtained with the use of infrared illuminators located at the right and left side of
the tail cone. See Appendix A7 for Video monitoring system equipment location.
CAUTION
AN EXPOSITION AT LESS THAN 21 CM FROM IR ILLUMINATOR COULD
PRESENT A DANGER, IF IT IS REGULATED AT FULL POWER.
(1) Boom/BDA AAR Operations. One camera in the boom operator’s aft
compartment provides black and white views of the air refuelling boom
operations on night and day conditions which could be recorded.
(2) MPRS AAR Operations. Two cameras located on the lateral windows of
the cargo compartment provides black and white views of the air refuelling
pod system during night and day operations which could be recorded.
f.
AAR Datas.
(1) Refuelling Heights and Speeds. The AAR height band for boom and
BDA is sea level to 45,000 ft. For the pods the AAR height band is sea level
to 35,000 ft. The speed range for the boom and BDA is 200 to 350 KIAS
and for the pods 240 to 325 KIAS.
(2) Maximum Transferable Fuel. Total fuel load for C135FR without pods is
83,900 kg (185,000 lbs) and for C135FR with pods is 87,100 kg (192,000
lbs). Transferable fuel is dependent on sortie duration; around 58,000 kg
(130,000 lbs) is available for transfer during a 4 hr flight assuming a fuel
bum rate of 5500 kg/hr (12,000 lbs /hr).
(3) Fuel Transfer Rate. The tanker can transfer fuel at rates exceeding 2725
kg/min (6000 lb/mm) from the boom, at 1275 kg/min (2800 lb/min) from the
BDA and 1200 kg/min, max 1350 kg/min (2640 lbs/min, max 2970 lbs/min)
from the pods
(4) Regulated Fuel Pressure. Fuel pressure at the drogue is regulated to be
3.5 bars (50 ± 5 psi).
A-9
Jun 2013
(5) Fuel Type available for AAR:
(a) Primary/usual fuel is F34.
(b) Alternate fuel is F35, F40 and F44.
(6) Receiver Types Certified. The aircraft types cleared to refuel from the C135FR and KC-135R (boom, BDA or pods as applicable) are listed in
Annex E, Appendix E1.
(7) Recording Fuel Transferred. When refuelling aircraft from another nation,
tanker crews will require receivers’ squadron number, tail number, aircraft
type and call sign, as well as the quantity of fuel transferred.
(8) Mark Facilities. In response to a receiver request to “mark” the tanker can
dump fuel from the boom. Mark should only be used if a receiver low fuel
state or other similar circumstance requires the rendezvous be expedited. If
required, the tanker will dump fuel in 500 to 1000 pound increments, until
positive visual contact can be maintained.
(9) Dimensions. See aircraft drawings Appendix A5.
(10)
RV Aids. The C-135FR has the following radio, navigation and Rv
aids.
(a) VHF, UHF and HF radios.
(b) VOR, TACAN, ADF, INS and search weather radar.
(c) TACAN (A/A Mode, range available), Radar (beacon mode), and
AIRTAC (Airborne Beacon equivalent to on-ground TACAN :
Receiver selecting TACAN - T/R Mode, same channel as the tanker,
will obtain heading and distance to the tanker).
NOTE
THE ONLY EMCON PROCEDURES AVAILABLE ON WING POD EQUIPPED C135FR, ARE OPTIONS 1 AND 2 (SEE ATP-56 (C) CHAPTER 2 ANNEX 2P). ON
THE BDA SYSTEM, ALL EMCON OPTIONS ARE AVAILABLE.
3A
List of Appendices.
Appendix
Appendix A1
Appendix A2
Appendix A3
Appendix A4
Appendix A5
Subject
C135 (C-135FR/KC-135R) - Boom
C135 (C-135FR/KC-135R) - BDA
C-135FR/MPRS – POD
C-135FR – Exterior Lightning
C135 (C-135FR/KC-135R) - Dimensions
A-10
Jun 2013
Appendix A6
Appendix A7
Types of Drogue
C-135FR Video Monitoring System Equipment
Location
A-11
Jun 2013
Appendix A1
APPENDIX A1 – ANNEX A TO SRD-FRANCE
C135 (C-135FR/KC-135R) - BOOM
Figure A1-1 - C 135 PILOT director Lights illumination Profile
A1-1
November 2012
Appendix A1
Figure A1-2 –C135, (C-135FR/KC-135R) Boom Limits
A1-2
November 2012
Appendix A2
APPENDIX A2 - ANNEX A TO NATIONAL SRD-FRANCE
C135 (C-135FR/KC-135R) - BDA
Figure A2-1 - Probe and Drogue Refuelling
Figure A2-2 - View from Boom
Operator Station
Figure A2-3 - View from Receiver
Cockpit
Description.
The boom to drogue kit is used for field installation of a drogue
adapter. The weight increase is approximately 121 lbs plus the weight of the addition
trapped fuel. The adapter incorporates a fuel dump fitting (a poppet valve spring loaded
to approx 5 lbs) and internally stiffened hose, a trunnion and a conical rubber wing
drogue. Brute force separation of the probe and drogue is set a maximum of 320 lbs
with no fuel pressure. This force increases at a rate of 4 lbs per pound of fuel pressure.
A2-1
November 2012
Appendix A3
APPENDIX A3 - ANNEX A NATIONAL TO SRD-FRANCE
C-135FR/MPRS - POD
Figure A3-1- POD Refuelling Advisory Lights.
NO
1
CONTROL /
INDICATOR
Amber light (2)
2
Red light (2)
3
Green light (2)
FUNCTION
An amber light indicates to the receiver that the
system is ready for contact. The light comes on
steady when the hose is fully extended and the
refuelling system is ready for an offload. The lights
flash when the hose is pushed in less than 56 ft of
the hose is deployed greater than 56 ft, when the
hose is pulled out.
A steady red light indicates to the receiver that the
pod system is not ready to transfer fuel. The lights
come on steady when the hose is deploying or
being rewound using the REWIND/TRAIL switch on
the control panel. A flashing Red light indicates the
need for an immediate disconnect and separation.
The light comes on flashing when the switch on the
control panel is pressed; goes off when the switch
is pressed again.
Green lights indicate to the receiver that fuel is
flowing (greater than 50 gpm). The lights go out
when the hose is pushed in and less than 51 ft is
deployed. The lights are on when the hose is
deployed greater than 53 ft (but less than 68 ft),
when the hose is pulled out.
A3-1
November 2012
Appendix A3
Figure A3-2- Hose Markings Versus Pod Signal Lights - Hose Pushed In.
Deployed hose lengths shown above are minimum values at which the depicted
condition is expected to occur.
A3-2
November 2012
Appendix A3
Figure A3-3- Hose Markings Versus Pod Signal Lights – Hose Pulled out.
Deployed hose lengths shown above are maximum values at which the depicted
condition is expected to occur.
Red signal lights on steady - pod not ready. Hose extending/retracting
Red signal lights on blinking – breakaway.
A3-3
November 2012
Appendix A3
Figure A3-4 - Hose and Drogue Position in Flight
(Not to scale)
A3-4
November 2012
Appendix A4
C-135FR/MPRS EXTERIOR LIGHTING
2
1
3
4
5
9
12
3
13
14
4
17
8
11
7
2
6
10
14
6
17
15
5
*01
*02
*03
*04
*05
*06
*07
*08
5
NOSE LANDING AND TAXI LIGHT
NACELLE ILLUMINATION LIGHTS
TAXI LIGHTS
LANDING LIGHTS (FIXED)
NAVIGATION LIGHTS
STROBE LIGHTS
OUTBOARD NACELLE ILLUMINATION LIGHTS
TERRAIN LIGHT
*09
*10
*11
*12
*13
*14
15
*16
*17
16
RECEIVER PILOT DIRECTOR LIGHTS
UNDERWING ILLUMINATION LIGHTS
UNDERBODY ILLUMINATION LIGHTS
ADVISORY LIGHTS (TYPICAL)
STORE ILLUMINATION LIGHTS
FORMATION (STRIP) LIGHTS
BOOM MARKER LIGHTS (FLUORESENT)
BOOM NOZZLE LIGHT
FIN TIP AAR FLOOD LIGHT
* Designates Adjustable Lighting
A4-1
November 2012
Appendix A5
C135 (C-135FR/KC-135R) – DIMENSIONS
A5-1
November 2012
Appendix A6
TYPES OF DROGUE
Figure A6-1 Boom Drogue Adaptor (BDA), Parker Hannifin Prod Support
13.5 in (34.3 cm)
24.41 in (62 cm)
23.3 in (59 cm)
Figure A6-2 Coupling MA-4JC Carter+DIS (Drogue Illumination System)
18 in (45.7 cm)
32 in (81 cm)
24.8 in (63 cm)
28.3 in (72 cm)
A6-1
June 2013
Appendix A7
C-135FR VIDEO MONITORING SYSTEM EQUIPMENT
LOCATION
Figure A7-1 - C-135FR Video Monitoring System Equipment Location.
1
2
3
4
L/H Camera
R/H Camera
Aft Camera
L/H and R/H Infrared illuminators
A7-1
November 2012
LEP
LIST OF EFFECTIVE PAGES TO ANNEX A – SRD FRANCE
PAGE NUMBERS
EFFECTIVE PAGES
A-1 to A-11
A1-1 to A1-2
A2-1
A3-1 to A3-4
A4-1
A5-1
A6-1
A7-1
LEP-A-1
Nov 12
Nov 12
Nov 12
Nov 12
Nov 12
Nov 12
Jun 13
Nov 12
Nov 12
LEP-A-1
June 2013
Annex B to National SRD-FRANCE
ANNEX B TO NATIONAL SRD-FRANCE
C-160NG TRANSALL
Subject
Paragraph
C-160NG Transall
AAR equipment
Fuel Transfer Rate
Primary / Usual Fuel
Alternate Fuel
C-160NG Lighting
Exterior Lighting
AAR Equipment Signal Lights
Mark Facilities
Dimensions
RV Aids
Radios Aids
Nav Aids
RV Aids
List of Appendices
1B
2B
2B a.
2B b.
2B c.
2B d.
2B e.
2B e.(1)
2B e.(2)
2B f.
2B g.
2B g.(1)
2B g.(2)
2B h.
2B i.
2B j
2B j.(1)
2B j.(2)
2B j.(3)
3B
1B. C-160NG Transall. The new generation of C-160 type aircraft has a probe for
receiving fuel from drogue equipped tankers. Some have both tanker and receiver
capabilities.
2B. AAR Equipment. The C160 has one fuselage refuelling station; the hose drum unit is
fitted internally in the extended left main landing gear pod. The hose is 27.5 m (90 ft)
long and terminates in an Intertechnique MA-3 type coupling and drogue (for hose
extern length and drogue, see Appendix B4).
a.
Refuelling Heights and Speeds. The AAR height band is sea level to 18,000 ft
and the speed range is 160 to 220 KIAS. The operating speed to extend the hose
is 180 KIAS. Below 5,000 ft, meteorological conditions may influence the hose
stability. AAR below 1,500 ft AGL has to be approved first by French authorities.
b.
Maximum Transferable Fuel. Transferable fuel is dependent on sortie duration;
maximum transferable fuel is 14,000 kg (30,870 lb).
c.
Fuel Transfer Rate. The transfer rates are:
B-1
November 2012
Maximum 1200 kg/min (2650 lb/min or 1500 l/min);
Optimum 600 kg/min (1330 lb/min or 750 l/min) ;Minimum 400 kg/min (880
lb/min or 500 l/min).
d.
Regulated Fuel Pressure. Fuel pressure at the drogue is regulated not to
exceed 3.5 bars (50 ± 5 psi).
e.
Fuel Type Available for AAR.
(1) Primary / Usual Fuel. F34.
(2) Alternate Fuel. Information not supplied.
f.
Receiver Types Certified. The aircraft types cleared to refuel from the C160NG are listed in Annex E.
g.
C-160NG Lighting.
(1) Exterior Lighting. The C-160NG has the following exterior lighting: anticollision lights (red) on the top of the fin and under the right main landing
gear pod, engine nacelle and under-wing floodlighting, receiver aircraft
flood lights and electroluminescent lines on the left main landing gear pod.
See Appendix B1.
(2) AAR Equipment Signal Lights. AAR equipment signal lights are mounted
in vertical rows next to the left landing gear box hose tunnel. Lights are
coloured amber, green and red, see Appendix B2. The lights signal the
following:
Steady Red:
Steady Amber:
Steady Green:
Red (whilst in contact):
Do not make contact
AAR system ready for contact
Fuel flows
Breakaway
h.
Mark Facilities. Fuel dump through hose.
i.
Dimensions. See aircraft drawing. See Appendix B3.
j.
RV Aids. The C-160NG has the following radio, navigation, and RV aids:
(1) Radios Aids. VHF, UHF and HF radios.
(2) Nav Aids. VOR, TACAN, ADF, GPS, INS, and search/weather radar.
(3) RV Aids. TACAN (A/A Mode, range available), Radar (beacon mode), and
AIRTAC (Airborne Beacon equivalent to on-ground TACAN : Receiver
selecting TACAN - T/R Mode, same channel as the tanker, will obtain
heading and distance to the tanker).
B-2
November 2012
3B. List of Appendices.
Appendix
Subject
Appendix B1
Appendix B2
Appendix B3
Appendix B4
C-160NG - Exterior Lighting
C-160NG - AAR Equipment Signal Lights and Hose Markings
C-160NG - Transall dimensions
C-160NG - Hose and Drogue
B-3
November 2012
Appendix B1
APPENDIX B1 - ANNEX B TO NATIONAL SRD-FRANCE
C-160NG – EXTERNAL LIGHTNING
B1-1
November 2012
Appendix B1
B1-2
November 2012
Appendix B2
C-160NG – AAR EQUIPMENTS SIGNAL LIGHTS
AND HOSE MARKINGS
8.65 m : fuel regulation zone
13.50 m : hose regulation zone
Steady Red: Do not make contact
Steady Amber: AAR system ready for contact
Steady Green: Fuel flows
Red (whilst in contact): Breakaway
B2-1
November 2012
Appendix B3
C-160NG – DIMENSIONS
B3-1
November 2012
Appendix B4
C-160NG – HOSE/DROGUE
Figure B4-1: C-160NG Hose.
Figure B4-2: C-160NG – Type of Drogue Intertechnique Drogue 231 894
17,3 in (44 cm)
27,56 in (70 cm)
24,8 in
(63 cm)
26,7 in (68 cm)
B4-1
November 2012
LEP
LIST OF EFFECTIVE PAGES TO ANNEX B – SRD FRANCE
PAGE NUMBERS
B-1 to B-3
B1-1 to B1-2
B2-1
B3-1
B4-1
LEP-B-1
LEP-B-1
EFFECTIVE PAGES
Nov 12
Nov 12
Nov 12
Nov 12
Nov 12
Nov 12
November 2012
Annex C to National SRD-FRANCE
ANNEX C TO NATIONAL SRD-FRANCE
SUPER ETENDARD MODERNISE (SEM)
Subject
Paragraph
AAR equipment
Fuel Transfer Rate
Receiver Type Certified
Lighting
Super Etendard Exterior Lightning
Correct Refuelling Position
Mark Facilities
Dimensions
RV Aids
Radios Aids
Navigation Aids
RV Aids
List of Appendices
1C
2C
2C a.
2C b.
2C c.
2C d.
2C e.
2C f.
2C g.
2C g.(1)
2C g.(2)
2C g.(3)
2C h.
2C i.
2C j.
2C j.(1)
2C j.(2)
2C j.(3)
3C
1C. Super Etendard Modernisé (SEM). The FN operates an upgraded version of the
Super Etendard. The Super Etendard Modernisé is fitted with an externally carried
Intertechnique AAR Pod.
2C. AAR Equipment. The SEM aircraft have two types of single centreline refuelling
station, the Intertechnique 234000 or Douglas 827B1 pod, both equipped with a MA2
coupling. See Appendix C3.
a. Refuelling Heights and Speeds. The AAR height band is sea level to 25,000 ft
but for training purposes fuel transfer is not permitted below 5000 ft. Speed range is
250 - 280 KIAS (optimum 270 KIAS). Maximum speed for hose trail is 280 KIAS.
b. Maximum Transferable Fuel. Transferable fuel depends on mission duration.
Maximum transferable fuel for the SEM is 2000 kg (4409 lbs) at 100 nm from a
carrier or base.
c. Fuel Transfer Rate. The tanker can transfer fuel at a constant rate of 300-400
kg/min (660 - 800 lb/min).
d. Regulated Fuel Pressure. Fuel pressure at the drogue is regulated between 3.2
bars (46 psi) and 3.5 bars (51 psi).
C-1
November 2012
e. Fuel Type Available for AAR. Primary/usual is F34 (if land based) or F42/F40
(if carrier based).
f. Receiver Types Certified. The aircraft types cleared to refuel from the SEM are
listed in Annex E, Appendix E1.
NOTE
DUE TO RARITY OF AAR OPERATIONS BETWEEN FOREIGN RECEIVERS’
AIRCRAFTS AND SEM, MOST OF RECEIVERS ARE TO BE CONFIRMED BY
FRENCH NAVY AT EVERY OCCASION AAR ON SEM IS CONSIDERED. POC FOR
TANKER/RECEIVER CLEARANCE ARE LISTED IN NATIONALSRD-FRANCE,
PARAGRAPH 7 B.
g. Lighting.
(1) Super Etendard Exterior Lighting. The Super Etendard has the following
exterior lighting: an anti-collision light on the tail white or an experimental green
for AAR, navigation lights and blue formation lights. See Appendix C1.
(2) AAR Equipment Signal Lights. AAR equipment signal lights are mounted at
both sides of the hose drum on the rear of the pod. These lights can be dimmed
on request. The lights signal the following:
Steady red
Steady Amber
Steady Green
Red (whilst in contact)
Do not make contact
Fuel flows
Breakaway
(3) Correct Refuelling Position. There are 5 white bands marked on the hose, 3 of
these bands must be pushed back into the pod housing to extinguish the amber
light for fuel to flow. See Appendix C1.
j.
Mark Facilities. Information not supplied.
k. Dimensions. See aircraft drawing. Appendix C2.
l.
3C.
RV Aids. The Super Etendard has the following radio, navigation, and RV aids:
(1) Radios Aids.
VHF and UHF radios.
(2) Navigation Aids.
VOR, TACAN, INS and search radar.
(3) RV Aids.
A/A TACAN.
List of Appendices.
Appendix
Subject
Appendix C1
Super Etendard Modernisé - Exterior Lighting and Hose
Markings
Super Etendard Modernisé - Dimensions
Types of Drogue
Appendix C2
Appendix C3
C-2
November 2012
Appendix C1
APPENDIX C1 - ANNEX C TO NATIONAL SRD-FRANCE
SUPER ETENDARD MODERNISE - EXTERIOR
LIGHTING AND HOSE MARKINGS
Figure C1-1 – Super Etendard Exterior lightning
Figure C1-2: – 827 Series Pod – Hose Markings
C1-1
November 2012
Appendix C2
SUPER ETENDARD MODERNISE – DIMENSIONS
Figure C2-1 - Super Etendard Modernisé Dimensions.
C2-1
November 2012
Appendix C3
SUPER ETENDARD MODERNISE – TYPES OF DROGUE
Figure C3-1 - Intertechnique Type of Drogue 231 030 on Nacelle Douglas D 827 B 1.
17,7 in (45cm)
24in (61cm)
25,4 in (64,5cm)
29,7 in (75,5 cm)
Figure C3-2 - Intertechnique Drogue 233 790 on Nacelle Intertechnique 234000
13,8in (35 cm)
24 in
(61cm)
24,8 in (63cm)
25,6 in (65 cm)
C3-1
November 2012
LEP
LIST OF EFFECTIVE PAGES TO ANNEX C –NATIONAL SRD FRANCE
PAGE NUMBERS
EFFECTIVE PAGES
C-1 to C-2
C1-1
C2-1
C3-1
LEP-C-1
Nov 12
Nov 12
Nov 12
Nov 12
Nov 12
LEP-C-1
November 2012
Annex D to National SRD-FRANCE
ANNEX D TO NATIONAL SRD-FRANCE
RAFALE M (NAVY)
Subject
Paragraph
Rafale M (NAVY)
AAR equipment
Fuel Transfer Rate
Lighting
Rafale M Exterior Lighting
Correct Refuelling Position
Mark Facilities
Dimensions
RV Aids
Radios Aids
Navigation Aids
RV Aids
List of Appendices
1D
2D
2D a.
2D b.
2D c.
2D d.
2D e.
2D f.
2D g.
2D g.(1)
2D g.(2)
2D g.(3)
2D h.
2D i.
2D j.
2D j.(1)
2D j.(2)
2D j.(3)
3D
1D. Rafale M (NAVY). The FN operates Rafale M fitted with an externally carried AAR
Pod.
2D. AAR Equipment. The Rafale M has two types of single centreline refuelling station,
the Intertechnique 234000 or Douglas 827B1 pod, both equipped with a MA2 coupling.
See Appendix D3.
a. Refuelling Heights and Speeds. The AAR height band is sea level to 30,000 ft but
for training purposes fuel transfer is not permitted below 5000 ft. Speed range is 250 300 KIAS (optimum 270 KIAS). Maximum speed for hose trail is 280 KIAS.
b. Maximum Transferable Fuel. Transferable fuel depends on mission duration.
Maximum transferable fuel for the Rafale M is 4500 kg (9920 lbs) at 100 nm from a
carrier or base.
c. Fuel Transfer Rate. The tanker can transfer fuel at a constant rate of 300-400 kg/min
(660 - 800 lb/min).
d. Regulated Fuel Pressure. Fuel pressure at the drogue is regulated between 3.2 bars
(46 psi) and 3.5 bars (51 psi).
D-1
November 2012
e. Fuel Type Available for AAR. Primary/usual is F34 (if land based) or F42/F40 (if
carrier based).
f.
Receiver Types Certified. The aircraft types cleared to refuel from the Rafale M are
listed in Annex E, Appendix E1.
NOTE
PERMANENT CLEARANCE REQUESTS HAVE TO BE ADDRESSED TO POC FOR
TANKER/RECEIVER CLEARANCE, SEE NATIONAL SRD-FRANCE, PARAGRAPH 7B.
g. Lighting.
(1) Rafale M Exterior Lighting. The Rafale M has the following exterior
lighting: a white anti-collision light, navigation lights and green formation lights.
See Appendix D1.
(2) AAR Equipment Signal Lights. AAR equipment signal lights are
mounted at both sides of the hose drum on the rear of the pod. These lights can
be dimmed on request. The lights signal the following:
Steady red
Steady Amber
Steady Green
Red (whilst in contact)
Do not make contact
Fuel flows
Breakaway
(3) Correct Refuelling Position.
There are 5 white bands marked on the
hose, 3 of these bands must be pushed back into the pod housing to extinguish
the amber light for fuel to flow. See Appendix D1.
h. Mark Facilities.
i.
Dimensions.
j.
RV Aids.
Information not supplied.
See aircraft drawing. See Appendix D2.
The Rafale M has the following radio, navigation, and RV aids:
(1)
Radios Aids.
VHF and UHF radios.
(2)
Navigation Aids.
VOR, TACAN, INS and search radar.
(3)
RV Aids.
A/A TACAN.
3D. List of Appendices.
Appendix
Subject
Appendix D1
Appendix D2
Appendix D3
Rafale M - Exterior Lighting and Hose Markings
Rafale M - Dimensions
Rafale M - Types of Drogue
D-2
November 2012
Appendix D1
APPENDIX D1 - ANNEX D TO NATIONAL SRD-FRANCE
RAFALE M - EXTERIOR LIGHTING AND HOSE
MARKINGS
Figure D1-1 – Rafale M Exterior Lighting
Figure D1-2 – 827 Series Pod – Hose Markings
D1-1
November 2012
Appendix D2
RAFALE M – DIMENSIONS
Figure D2-1 – Rafale M Dimensions.
D2-1
November 2012
Appendix D3
RAFALE M – TYPES OF DROGUE
Figure D3-1 – Intertechnique Drogue 231 030 on Nacelle Douglas D 827 B 1
17,7 in (45cm)
24in (61cm)
25.4 in (64.5 cm)
29,7 in (75,5 cm)
Figure D3-2 – Intertechnique Drogue 233 790 on Nacelle Intertechnique 234000
13.8in(35cm)
24in
(61cm)
24.8in(63cm)
25.6in(65cm)
D3-1
November 2012
LEP
LIST OF EFFECTIVE PAGES TO ANNEX D – NATIONAL SRD FRANCE
PAGE NUMBERS
EFFECTIVE PAGES
D-1
D-2
D1-1
D2-1
D3-1
LEP-D-1
Nov 12
Nov 12
Nov 12
Nov 12
Nov 12
Nov 12
LEP-D-1
November 2012
Annex E to National SRD-FRANCE
ANNEX E TO NATIONAL SRD-FRANCE
RECEIVER DATA/CLEARANCE – FAF AND FN
TANKERS (BOOM/BDA/DROGUE)
Subject
Paragraph
Introduction
Definitions and Terms
MPRS
BDA
Boom
ALL
C135
C-160NG
A400M
SEM
Rafale M
FAF & FN Tankers/Foreign Military Receivers Technical Clearance
FAF & FN Receivers/Foreign Military and Non Military Tankers Technical Clearance
FAF and FN Tanker/AAR Receiver Data
SEM – AAR Receiver Information
Rafale M – AAR Receiver information
List of Appendices
1E
2E
2E a
2E b
2E c
2E d
2E e
2E f
2E g
2E h
2E i
3E
4E
5E
5E a
5E b
5E c
5E d
5E e
6E
7E
8E
1E. Introduction. This annex provides technical clearance and important data
essentials for safe Boom/Receptacle and Probe/drogue AAR operations, with French Air
Force and French Navy tankers. For boom AAR, it lists information about the location of
the UARSSI and receiver aircraft equipment in close proximity to the receiver receptacle
that must be avoided to prevent damage during AAR operations.
NOTE
FOR BOOM AAR OPERATIONS, FRENCH TANKER CREW MUST VERIFY LAST
UPDATES OF USA RECEIVERS LISTED IN PART 5 ANNEX ZE, APPENDIX 5,
BEFORE PERFORMING ANY AAR OPERATIONS.
IT IS THE RESPONSIBILITY OF NATIONS PERFORMING AAR WITH FRANCE TO
INFORM THE FRENCH AIR FORCE AND FRENCH NAVY OF ANY EVOLUTION OF
THEIR RECEIVER AIRCRAFTS LISTED IN PARAGRAPH 2GE WHICH MAY
CHANGE THE AAR CAPABILITY (ADDITION OF ANTENNA, MODIFICATION OF
FUEL SYSTEM AND/OR PROBE, PARTICULARITIES OF NEW TANKS,
MODIFICATION OF FLIGHT CONTROLS LAW, ETC).
2E. Definitions and Terms the following terms are used to identify a specific Tanker or
AAR configuration.
E-1
November 2012
a. MPRS Multi point Refuelling System Is used for Warning, Cautions and Notes
concerning only C-135FR fitted with MK32-B pods. FAF KC-135R are not equipped
with pods.
b. BDA Is used for Warning, Cautions and Notes concerning FAF C-135FR and
KC-135R fitted with BDA configuration.
c. Boom Is used for Warning, Cautions and Notes concerning FAF C-135FR and
KC-135R fitted with Boom configuration.
d. ALL Is used for Warning, Cautions and Notes common to all FAF and FN
tankers.
e. C135 Is used for Warning, Cautions and Notes common to C-135FR and KC135R.
f. C160NG
C160NG.
Is used for Warning, Cautions and Notes concerning only FAF
g. A400M Is used for Warning, Cautions and Notes concerning only FAF A400M.
h. SEM Is used for Warning, Cautions and Notes concerning only FN Super
Etendard Modernisé in tanker configuration.
i. Rafale M Is used for Warning, Cautions and Notes concerning only FN Rafale M
in tanker configuration.
3E. FAF and FN Tankers/Foreign Military Receivers Technical Clearance.
Confirmation that a technical compatibility assessment has been conducted and
found to be satisfactory is published by the appropriate tanker technical authority and
incorporated into Appendix E1 to this Annex. Additional clearances subject to
compatibility tests can be obtained from FAF and/or Navy Staff (see address in Annex
G).
4E. FAF and FN Receivers/Foreign Military and Non Military Tankers Technical
Clearance. Confirmation that a technical compatibility assessment has been
conducted and found to be satisfactory is published by the appropriate tanker
technical authority in is own National Annex. The aim of Appendix E2 to this Annex is
to list FAF/FN technical clearance on foreign military and Non Military tankers in order
to help FAF/FN receiver crew to identify the availability of a clearance before
performing AAR operations.
NOTE
FAF/FN RECEIVER’S CREW MUST VERIFY TANKERS NATIONAL ANNEX TO
VERIFY LAST TECHNICAL CLEARANCE UPDATES BEFORE CONDUCTING AAR
OPERATIONS WITH A FOREIGN MILITARY AND NON MILITARY TANKER.
5E. FAF and FN Tanker/AAR Receiver Data.
published in the following appendices:
Tanker-specific receiver data are
a. C-135FR/KC-135R – AAR Receiver Information. C-135F5R/KC-135R Tankers
mission planning and in-flight data essential to conduct AAR operations
(boom/BDA/drogue) are listed in Appendix E3 to this Annex.
b. C-160NG – AAR Receiver Information. C-160NG Tankers mission planning
and in-flight data essential to conduct AAR operations (HDU) are listed in Appendix
E4 to this Annex.
c. A400M – AAR Receiver Information. A400M Tankers mission planning and inflight data essential to conduct AAR operations (HDU) are listed in Appendix E5 to
this Annex.
E-2
November 2012
d. SEM – AAR Receiver Information. SEM Tanker configuration mission planning
and in-flight data essential to conduct AAR operations (Nacelle) are listed in Annex
C §. 2Ca thru 2Ce.
e. Rafale M – AAR Receiver information. Rafale M Tanker configuration mission
planning and in-flight data essential to conduct AAR operations (Nacelle) are listed
in Annex D §. 2Da thru 2De.
6E. Common Warnings, Cautions and Notes. Warnings, Cautions and Notes that are
common to all FAF tankers are published in Appendix E6 to this Annex.
NOTE
FOR RECEPTACLE EQUIPPED RECEIVERS, DUE TO COMMON BOOM SYSTEM
BETWEEN FAF C135 AND USA KC135, MOST OF THE INFORMATION IN THIS
APPENDIX ARE EXTRACTED FROM THE SRD-UNITED STATES, ANNEX E,
APPENDIX E4. FRENCH TANKER CREW MUST VERIFY LAST UPDATES OF THIS
APPENDIX E4, TO THE ANNEX E BEFORE PERFORMING ANY BOOM AAR
OPERATIONS.
7E. Receiver-specific AAR Information. Specifics information necessary to enhance the
safety of AAR activity are published in Appendix E7 to this Annex. Additional information is
given for each aircraft type in specific paragraph.
For all receivers (Receptacle or Probe equipped), if no specific restriction is written, AAR on
French tanker is authorised:
daily and nightly ;
top-off fuel is authorised, whatever tank configuration is set on aircraft ;
for probe equipped, two aircrafts can be refuelled simultaneously on C-135FR
MPRS.
NOTE
FOR RECEPTACLE EQUIPPED RECEIVERS, DUE TO COMMON BOOM SYSTEM
BETWEEN FAF C135 AND USA KC135, MOST OF THE INFORMATION
REGISTERED IN APPENDIX E6 ARE EXTRACTED FROM THE SRD-USA ANNEX
E, OR THIS PARAGRAPH IS QUOTED AS REFERENCE. FRENCH TANKER CREW
MUST VERIFY LAST UPDATES OF APPENDIX E5, TO THE SRD-USA ANNEX E
BEFORE PERFORMING BOOM AAR OPERATIONS.
8E
List of Appendices.
Appendix
Subject
Appendix E1
FAF and FN Tankers/Foreign Military Receivers Technical
Clearance
FAF and FN Receivers/Foreign Military and Non Military
Tankers Technical Clearance
Appendix E2
Appendix E3
Appendix E4
Appendix E5
Appendix E6
Appendix E7
E-3
November 2012
Appendix E1
APPENDIX E1 - ANNEX E TO NATIONAL SRD-FRANCE
FAF AND FN TANKERS/FOREIGN MILITARY
RECEIVERS TECHNICAL CLEARANCE
E1.1 Information. The following boards are to be read with additional information listed in
Appendix E3, Appendix E4, Appendix E5, Appendix E6 and Appendix E7 of Annex E.
E1.2 Requirements for an AAR Compatibility Review. AAR participants, whether a
tanker or a receiver, must be reviewed by a competent technical authority to ensure that they
are technically compatible with the other participant. The absence of technical compatibility
letter means that AAR technical risk review as not been conducted and AAR should not be
undertaken.
E1.3 AAR Compatibility Criteria. Compatibility reviews include, but are not limited to: an
assessment of the impact that each platform has on the fuel system of the other (fuel flow
rates, backpressures, safety features, etc) as well as other features that impact AAR (eg.
aircraft lighting/markings, addition or removal of aircraft aerials (antennas), use of aircraft
communication, especially HF and satellite phones, flight control law).
E1.4 Request for AAR Compatibility Review. National receiver’s operators requesting an
AAR compatibility review should comply with the instructions in ATP 3.3.4.2 (ATP-56),
National SRD-France.
E1.5 Publication of Information Resulting from an AAR Compatibility Review.
Confirmation that a technical compatibility assessment has been conducted and found to be
satisfactory is published by the appropriate FAF tanker technical authority and incorporated
into figure E1-1. Through this, the technical authority confirms that combination of a receiver
platform and a FAF tanker has been reviewed, including any receiver modification significant
to AAR, and, where necessary, recommends procedural or technique changes that are
necessary to ensure safe AAR. The relevant information is incorporated into the receiverspecific data published in this Annex, Appendix E7.
a.
Figure E1-1 FAF and FN Tankers/Foreign Military Receivers Technical
Clearance Matrix.
E1-1
November 2012
Appendix E1
EF-2000
C-17A
E-737
F/A-18A/B
HAWK
KC-30A
F-5E/F
F-16C/D
F-16A/B
(2)
(2)
(2)
(2)
AUSTRALIA
BAHRAIN
BELGIUM
BRAZIL
A-1
(4)
AMX-1
(4)
F-5E/F
(1)
(1)
CF-18
C-17
A-37B
F-16C/D
F-16AM
CF-5
(2)
(2)
(5)
(5)
(6)
(6)
Mirage 50
(5)
(5)
RAFALE
M
NACELLE
(1)
SEM
NACELLE
(1)
C-160
NG
HDU
TA/A-4 A/R
AUSTRIA
A400M
HDU
ARGENTINA
KC-135R
BDA
C-135FR
(MPRS)
BDA
AIRCRAFT
COUNTRY
BOOM
PODS
BOOM
Figure E1-1 FAF and FN Tankers/Foreign Military Receivers Technical Clearance Matrix.
(3)
Mirage
2000 B/C
TA/A-4 KU
CANADA
CHILE
CZECH
REPUBLIC
DENMARK
ECUADOR
JAS39Gripen
(25)
F-16A/B
Jaguar
F-16A/D
F-4E
M 2000
T.A.I.P.
FINLAND
F/A-18C/D
(7)
FRANCE
A400M
C-160NG
EC-725
E-3F
Mirage F1
B/CR
M 2000
B/C/D/N/-5
Rafale
C/B/M
SEM
EGYPT
GERMANY
GREECE
HUNGARY
F-4F
Tornado
IDS/ECR
EF-2000
F/RF-4E
M 2000
F-16C/D
(3)
T.A.I.P.
(2)
(7)
(2)
(2)
(2)
(8)
(8)
(8)
(8)
(9)
(9)
(10)
(2)
(2)
(2)
(2)
(12)
(12)
(7)
(7)
(9)
(21)
(21)
(11)
(20)
(9)
JAS39Gripen
jaguar
INDIA
SU-30 MKI
(13)
AV-8A
M 2000
(7)
E1-2
june 2013
ISRAEL
ITALY
JAPAN
JORDAN
KOREA
KUWAIT
MALAYSIA
C-130
EC-130
F-16
A/B/C/D/I
F-15
A/B/C/D/I
A-4 H/N
Tornado
IDS/ECR/P
A-200
F-16A/B
AMX
AV-8B
EF-2000
KC-767A
MB-339CD
F-15J/DJ
E-767
K-767
F-2
F/RF-4EJ
F-5E/F
F-16A/B
F-16AM/BM
F-4E
F-15K
F-16C/D
E-737
F/A-18C/D
F-18
HAWK
(2)
RAFALE
M
NACELLE
SEM
NACELLE
C-160
NG
HDU
A400M
HDU
BDA
KC-135
R
BOOM
C-135 FR
(MPRS)
PODS
AIRCRAFT
BDA
COUNTRY
BOOM
Appendix E1
(2)
(2)
(2)
(14)
(14)
(2)
(2)
(2)
(2)
(2)
(2)
(2)
(2)
(2)
JAS39Gripen
MOROCCO
NATO
NETHERLANDS
NIGERIA
NORWAY
OMAN
POLAND
F-5
M F1EH-200
E-3A
CT-49A
(NTCA)
C-17A
F-16A/C
Jaguar
F-16A/B
Hawk
Jaguar
F-16C/D
F-16AC/D
(22)
(22)
(15)
(15)
(2)
(2)
(23)
(23).
EF-18A/B
AV-8B
EF-2000
(2)
(2)
Mirage F1
(16)
PORTUGAL
QATAR
F-16A/B
M 2000-5
E-3
F-15C/D/S
KE-3A
SAUDI ARABIA
EF-2000
A330
MRTT
Tornado
TA/A-4SG
SINGAPORE
F-15SG
F-16A/B
SOUTH AFRICA JAS39Gripen
CASA 295
SPAIN
(2)
(2)
E1-3
June 2013
SWEDEN
SWITZERLAND
THAILAND
TURKEY
UAE
UK
F-18A/B
F-16A/B
AV-8A
F-16C/D
F-4E
E-737
M 2000-9
(18)
(18)
(12)
(12)
(7)
(7)
F-16E/F
A330MRTT
Tornado F3/ADV/GR4/GR-4A
E-3D
GR-7
(Harrier)
(24)
(24)
(2)
(2)
(12)
(12)
(2)
(2)
EF-2000
C-130J
C-17A
VC-10
A-10A/C
(2)
(2)
AC-130
(2)
(2)
AV-8B
(2)
B-1B
(2)
(2)
B-52H
(2)
(2)
C-5A C/M
C-17A
C-32B
C-130
E/H/P/U
CT-49A
(NTCA)
CV-22
(2)
(2)
(2)
(2)
E-3A
(2)
(2)
E-6B
(2)
(2)
E-8C
(2)
(2)
EA-6B
(2)
(2)
(12)
EA-18G
(2)
(2)
(2)
EC-130 J
(2)
(2)
EC-135
(2)
(2)
F-4E/F
(2)
(2)
F-15A-E
(2)
(2)
F-16A-D/F/I
(2)
(2)
F/A-18A-D
(2)
(2)
(2)
F/A-18E/F
(2)
(2)
(2)
F-22A
(2)
(2)
(2)
(2)
RAFALE
M
NACELLE
SEM
NACELLE
C-160
NG
HDU
A400M
HDU
(17)
BDA
JAS39Gripen
KC-135
R
BOOM
C-135 FR
(MPRS)
PODS
AIRCRAFT
BDA
COUNTRY
BOOM
Appendix E1
(18)
(19)
NIMROD
B-2A
E-4B
USA
F-35A
HC-130
KC-10A
E1-4
November 2012
(2)
OC-135B
RC-135
S/U/V
S3-A/B
TC-135
S/W
VC-25A
WC-135 W
(2)
(2)
(2)
(2)
(2)
(2)
(2)
(2)
(2)
(2)
Mirage 50
(4)
RAFALE
M
NACELLE
(2)
(2)
SEM
NACELLE
(2)
MC-130
C-160
NG
HDU
KC-135R/T
A400M
HDU
KC-135
R
BDA
C-135 FR
(MPRS)
BOOM
PODS
AIRCRAFT
BDA
COUNTRY
BOOM
Appendix E1
MV-22
USA
VENEZUELA
T.A.I.P.: Technical Agreement in Progress
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
(15)
(16)
(17)
(18)
(19)
(20)
(21)
(22)
(23)
(24)
(25)
2915/EMAA/EMP/10-11-04
800/EMAA/EMP/23-03-05
2416/EMMA/EMP/21-06-05
2868/EMAA/EMP 03-11-04
300/CEAM/EC5330 14-06-00
731/EMAA/BSA 15-02-00
847/EMAA/EMP 28-09-07
436/EMAA/BSA/30-05-94
247-02SPAé/ST/Aaé 18-02-02
816/EMAA/BSA 31-03-06
112/EMAA/BEMP 30-01-06
364/DEF/EMAA/B.EMP/CM 18-06-09
1327/EMAA/BEMP 06-06-05
1239/CEAM 02-06-07
301/EMAA/B.EMP/CM/DR 10-04-08
2312/EMAA/BSA 17-05-99
3418/EMAA/BSA 29-08-1997
62/ALAVIA 21-01-2000
154-04/SPAé/ST/CEA/DR 28/04/04
MSG NMR 179/DEF/EMAA/B.EMP/CM/SYNTHESE/NP du 16.03.10
MSG NMR 0292/DEF/EMAA/B.EMP/CM/SYNTHESE du 08.06.10
304/DEF/EMAA/B.EMP/CM/Synthèse/NP du 17.06.10
428/DEF/EMAA/B.EMP/CM/Synthèse/NP du 26.10.12
E1-5
June 2013
Appendix E2
FAF AND FN RECEIVERS/FOREIGN MILITARY AND
NON MILITARY TANKERS TECHNICAL
CLEARANCE
E2.1
Introduction. This MATRIX constitutes the current permanent or temporary
FAF&FN Receivers clearances on Foreign Military and Non Military Tankers. A clearance
listed in this table approve that a technical assessment has been reviewed between both
Tanker/Receiver and that a technical agreement has been signed up between the FAF or FN
owner of the receiver and the National/Non Military owner of the Tanker. Be advised that this
clearance matrix is based on the last ATP-56(C) national annex update known at the
redaction date of this matrix. FAF&FN receivers must check the last national MATRIX
clearance annex concerned before performing AAR in order to verify if the clearance is still
going on. Aircrews are to obtain FAF or FN interim flight clearances before conducting AAR
operations with aircraft other than those listed in this matrix.
a. Figure E2-1 FAF and FN Receivers/ Foreign Military and Non Military
Tankers Technical Clearance Matrix.
NOTE
BE ADVISED THAT IF A CLEARANCE, OTHER THAN LISTED IN THE
FOLLOWING MATRIX, IS IDENTIFIED IN A SPECIFIC NATIONAL SRD, FAF
AND FN RECEIVER CREWS MUST VERIFY THE VALIDITY OF THIS
CLEARANCE WITH ITS OWN AUTHORITY BEFORE PERFORMING AIR TO AIR
REFUELLING OPERATIONS, UNLESS AN EMERGENCY FUEL SITUATION IS
ENCOUNTERED.
E2-1
November 2012
Appendix E2
ARGENTINA
KC-130H
AUSTRALIA
KC-30A
BRAZIL
KC-137 (B 707)
CANADA
CHILE
EC-725
SEM
RAFALE M
RAFALE C/B
M 2000 - 5
M 2000 N
M 2000 D
M 2000 C/B
M F1 CR
AIRCRAFT
June 2013
E3-F
UPDATE
A- 400 M
COUNTRY
C160-NG
Figure E2-1 FAF and FN Receivers/Foreign Military and Non Military Tankers Technical
Clearance Matrix.
POD
POD MK32B-905E
ARBS
POD
KC-130
POD
CC-130T
CC-150T MRTT (A310)
B-707-330B
POD
POD
POD
POD
C-135FR MPRS
BOOM
BDA
BOOM
KC-135R
FRANCE
BDA
C-160 NG
HDU
A400M
SEM
HDU
Nacelle IN 234000
SEM
RAFALE M
GERMANY
INDIA
Nacelle D 827B1
Nacelle IN 234000
Nacelle D 827B1
Nacelle SFTORNADO PA 200
28300
A310 MRTT
(6)
POD
IL-78
A330 MRTT
TORNADO PA200
ITALY
K-767
JAPAN
NETHERLANDS
NEW ZEALAND
KC-130J
K-767 J
KDC-10
A4-K
MOROCCO
KC-130 H
KC-707/TT
OMEGA AIR
KC-707/MPTT
POD IAI ARP-3
T.B.C.
Nacelle SF28300
POD
(5)
HDU
POD
BOOM
BOOM
Nacelle SF 31-300
(3)
POD
HDU
POD
HDU
WARP
POD MK32B-905E
A330 MRTT
ARBS.
POD
KC-135R
BOOM
POD SF 34-000
B707/320C
HDU SF 230-1001
(3)
POD
KC-130H (TK-10)
KDC-10/MPTT
SAUDI ARABIA
SINGAPORE
SOUTH AFRICA
SPAIN
B707 T/T (TK-17)
SWEDEN
TP 84T (C-130E)
TURKEY
KC-135R
U.A.E.
KC-30A
(3)
POD
POD
BOOM
BDA
POD MK32B-905E
ARBS
E2-2
June 2013
EC-725
SEM
RAFALE M
RAFALE C/B
M 2000 - 5
M 2000 N
M 2000 D
M 2000 C/B
M F1 CR
AIRCRAFT
June 2013
E3-F
UPDATE
A- 400 M
COUNTRY
C160-NG
Appendix E2
A330 MRTT
POD MK32B-905E
TRISTAR K1 & KC1
HDU
UK
VC10-C1K
POD
POD
VC10-K3 &K4
F/A-18 E/F
HC/MC-130
(4) HDU
Nacelle SF 31-301
SF 48-000 POD
POD
KC-135 MPRS
BOOM
BDA
USA
WARP
BOOM
SF 224-1070 HDU
KC-10
KC-46
KC-130 J
T.B.C.
POD
(2)
KC-130 T
POD
KC-130 T-30
S-3B
(1)
(2)
(3)
(4)
(5)
(6)
POD
Nacelle SF 31-301
DECISION N° 1048/DEF/EMAA/B.SOUTIEN
MSG EMAA N° 13 DU 12 01 2011
MSG EMAA N° 224 DU 19.05.2011
MSG EMAA N° 100 DU 28.02.2011
MSG EMAA N° 62 DU 14.02.2013
MSG EMAA N° 48 DU 01.03.2013
E2-3
June 2013
Appendix E3
C-135FR/KC-135R – AAR RECEIVER INFORMATION
E3.1 AAR Mission Planning and Inflight Data. The following boards are to be read with
additional information listed in Appendix E7 to this Annex. This Appendix publishes AAR
planning data for all receiver aircraft with an AAR technical compatibility assessment has
been conducted and a letter issued permitting operations with the C-135FR and KC-135R.
Dependent upon the fuel transfer mechanism in use, (MPRS, BDA or Boom) the appropriate
tanker/receiver data are contained in the following figures:
a.
b.
c.
Figure E3-1 AAR Mission Planning Data (C135/BDA).
Figure E3-2 AAR Mission Planning Data (C-135FR/MPRS).
Figure E3-3 AAR Mission Planning Data (C135/BOOM).
E3-1
November 2012
Appendix E3
Figure E3-1 AAR Mission Planning Data (C135/BDA).
ALT/IAS/(CAS)
/MACH

RENDEZVOUS
PPM/#
PUMPS
HF
ALT / IAS / (CAS)
/ MACH
OVERRUN CLOSURE
IAS
RATE
PROBE
LIMIT
MACH
VHF
OPTIMUM AAR
UHF
TYPE RCVR
BUDDY CRUISE
A/A
TAC
X

1000 / 1
0
30°
-/1
0
30°
1000 / 1
0
30°
1600 / 1
4L
34°
2000 / 1
4R
30°
-/-/-
150 / - / (250) / -
250 / 390 / 0.68
250 / 275 / - / 0.68
310
300 / - / 0.80
300 / 305 / (300) /
0.80
335
1-4 FPS
CF-18
EA-18G
EF-18A/B
F/A-18A-G
300 / 460 / 0.78
300 / 275 / 0.80
335
1-2 FPS
Mirage F1B/CR
050 to 300 / - /
(200 to 320) / -
250 / - / (305) /
0.80
1-4 FPS
1100 / 1
0
30°
Mirage
2000B/C/D/N/5/-9
050 to 330 / - /
(200 to 320) / -
250 / - / (305) /
0.80
1-4 FPS
1200 / 1
3R
30°
Rafale C/B/M
050 to 330 / - /
(160 to 340) / -
250 / - / (305) /
0.80
1-4 FPS
2400 / 1
0
30°
300 / 305 / 0.54
200 / 235 / - / 0.50
310
1-4 FPS
0.62
1800 / 1
0
30°
- / 320 / 0.70
260 MAX / 270 /
0.59
310
1-3 FPS
0.87
2400 / 1
4R
30°
- / 320 / 0.70
260 MAX / 270 /
0.59
310
1-3 FPS
0.87
2400 / 1
4L
30°
EA-6B
CF/F-5E/F
S3-A/B


TornadoGR4/GR4A/IDS/ECR/PA200

TornadoF-3/ADV

0.61
ELV
270 / 245 / 0.61
AMX
1-2 FPS
AZ
270 / 440 / - / 0.74
TA/A-4 A/R
310
Y
BOOM
TRAIL
POSITION
1-2 FPS
0.68
0.80
 Daylight AAR under VFR conditions only.
 Probe limit Mach is based upon aerodynamic loads on the receiver’s probe while in contact.
 No AAR operations shall be conducted with the F-5’s Stability Augmentation System inoperative
unless an emergency fuel quantity condition exists in the receiver.
 Turn range is 15NM or 18 degrees ADF.
E3-2
June 2013
Appendix E3
Figure E3-2 AAR Mission Planning Data (C-135FR/MPRS).
ALT / IAS / (CAS) /
MACH
-/-/-
150 / - / (250) / -
300 / - / 0.80
150-200 / 275 / 0.66
310

250 / - / 0.68
250 / 275 / - / 0.66
335
CF/F-5E/F
300 / - / 0.80
300 / 305 / (300) / 0.80
335
1-4 FPS
CF-18
EA-18G
EF-18A/B
F/A-18A-G
300 / 0.78
250 / 275-285 / -
335
1-2 FPS
JAS39 Gripen
(185-325)
230 / 280 / -
1-3 FPS
Mirage F1CR/B/EE/EQ
050 to 300 / - /
(200 to 320) / -
250 / - / (305) / 0.80
1-4 FPS
050 to 300/ - / (280
to 325) / -
200 / - / (300) / -
1-4 FPS
Mirage
2000B/C/D/EM/
BM/EGM/BGM/
N/-5/9/H/TH/RAD9/D
AD9
050 to 330 / - /
(200 to 320) / -
250 / - / (305) / 0.80
1-4 FPS
Rafale C/B/M
050 to 330 / - /
(160 to 340) / -
250 / - / (305) / 0.80
1-4 FPS
300 / (305) / 0.54
150 / 235 / - / 0.50
SU-30 MKI
050 to 240 / - /
(250 to 330) / -
230 / - / (270) / -
1-4 FPS
Super Etendard
Modernisé
(SEM)
050 to 330 / - /
(250 to 330) / -
230 / - / (300) / -
1-4 FPS
- / 320 / 0.70
260 MAX / 270 / 0.59
OVERRUN CLOSURE
IAS
RATE

HF
IAS / (CAS) /
MACH
TYPE RCVR
RENDEZVOUS
PROBE
LIMIT
MACH
VHF
OPTIMUM AAR
UHF
BUDDY CRUISE
A/A
TAC
X
AMX
AV-8B, GR-7
(Harrier)
EA-6B
Mirage 50
S3-A/B

Tornado F3/ADV/GR4/GR4A/IDS/ECR/PA200
Y
2-4 FPS
310
310
-
0.80
0.68
1-4 FPS
1-3 FPS
0.86
0.62
0.87

 Use only one pod and one A/R pump. Simultaneous AAR is prohibited. Inform the receiver of any
observed fuel venting; continuation of AAR will be at the discretion of the receiver pilot.
 Probe limit Mach is based upon aerodynamic loads on the receiver’s probe while in contact.
 Wingspan exceeds 68 feet; simultaneous refuelling is prohibited.
 Turn range is 15NM or 18 degrees ADF.
 Due to probe weakness, attempt to contact at lower airspeeds/closure rate; if required, increase
airspeed in 5 knot increments, closure rate as necessary, up to indicated limits.
E3-3
June 2013
Appendix E3
FLOOD LIGHT SETTING
250 / 0.55
2400 / 1
1NM / 1NM
0
4-6
210 / 320 / 0.70
350
355 / 0.90
7000 / 2
½ NM / 1NM
1
7-10
300 / 275 / 0.80
310
310
6500 / 2
1NM / 2NM
2
7-9

215
200

1NM
0
7-9
5000 / 2
1NM
1
8-10
1
8-10
OVERRUN
IAS/MACH
PPM/#
PUMPS
HF
RCVR
RV
ALT/IAS/MAC SPEED
IAS
H
X
A-10A/C
245
B-1B
320
444 KTAS
B-52H
AC/EC/HC/M
C/C-130
E/H//J/P/U
KC-135R/T
OC-135B
RC-135S/U/V
TC-135S/W
WC-135
150 / 220 / 0.48
(0.6 AOA MAX)
0.80 / 200 /
RV VIS
SINGLE /
MULTI
Y
BOOM INTERPHONE
220
OPTIMUM
AAR
VHF
BUDDY
CRUISE
IAS /
MACH
A/A
TAC
UHF
TYPE RCVR
BOOM TRIM SETTING
RENDEZVOUS
3800 / 1
(0.6 AOA MAX)
450 KTAS
250 / 275 / 0.66
310
310
E-3A-D/F
E-6BE-8C
CT-49A
(NTCA)
- / 0.74
250 / 275 / 0.66
310
310

1NM
F/RF-4E/F
315
300 / 315 / 0.83
335
335 / 0.90
3400 / 1
RDR LOCK
0
7-10
F-15AE/I/J/DJ/S/
SG
315
300 / 315 / 0.82
335
335 / 0.90
3400 / 1
RDR LOCK
0
7-10
F-16
A/B/C/D/E/F/I
315
300 / 315 / 0.82
335
335 / 0.90
RDR LOCK
0
7-10

6600 / 2
2000 / 1


REVERSE A/R CAPABLE
Figure E3-3 AAR Mission Planning Data (C135/BOOM).
LIMITS
L
R
U
D
10 – 10
20 – 40
10 – 10
20 – 40
10 – 10
20 – 40
10 – 10
20 – 40
10 – 10
20 – 40
10 – 10
20 – 40
10 – 10
25 – 40
10 – 10
25 – 40
10 – 10
25 – 40
 EC-130J AAR airspeed envelope is 190 – 230 KIAS from 0 to 20 000 feet MSL. Adjust A/R
airspeed as requested by receiver.
 At the first indication of reduced fuel flow during AAR, reduce to one A/R pump.
 RC/WC-135, E-8 and USAF E-3 receivers are equipped with boom interphone system.
 E-3 D/F – Use a maximum of two A/R pumps.
 CT-49 only – Do not actuate the A/R pumps while in contact. After five dry contacts, have the
receiver move to the astern position, and wet down the boom.
 Use one A/R pump with receivers configured with external tanks.
E3-4
June 2013
Appendix E4
C-160NG – AAR RECEIVER INFORMATION
E4.1 AAR Mission Planning and Inflight Data. The following boards are to be read with
additional information listed in Appendix E7 of this Annex. This Appendix publishes AAR
been conducted and a letter issued permitting operations with the C-160NG. The appropriate
tanker/receiver data are contained in the following figure:
a.
Figure E4-1 AAR Mission Planning Data (C160NG/HDU).
E4-1
November 2012
Appendix E4
Figure E4-1 AAR Mission Planning Data (C160NG/HDU).
ALT and IAS envelopes are
including C160NG Transall AAR limitations.
ALT/IAS/(CAS)
/MACH
CLOSURE
RATE

RENDEZVOUS
PPM/#
PUMPS
HF
ALT / IAS / (CAS)
/ MACH
PROBE
LIMIT
MACH
VHF
OPTIMUM AAR
UHF
TYPE RCVR
BUDDY CRUISE
A/A
TAC
X

AMX
050-180 / - / (190210) / -
170 / - / (210) /
0.61
1-2 FPS
-
-/-
CASA 295
050-180 / - / (170195) / -
150 / - / (180) / -
-
-
1300 / 2
C-160NG
050-180 / - / (160200) / -
150 / - / (210) / -
-
-
2600 / 4
F-18A/B
050-230 / - / (190210) / -
170 / - / - / -
1-2 FPS
0.86
-/-
AV-8B, GR-7
(Harrier)
050-180 / - / (180220) / -
100 / - / (220) /
0.61
1-2 FPS
0.80
1300 / 2
Mirage F1B/CT
050-230 / - / (190210) / -
170 / - / (210) / -
1-2 FPS
-
1300 / 2
Mirage
2000B/C/D/N/5/-9
050-230 / - / (190210) / -
170 / - / (210) / -
1-2 FPS
-
1600 / 4
Rafale C/B/M
050-230 / - / (190210) / -
170 / - / (210) / -
1-2 FPS
-
2600 / 4
Super Etendard
Modernisé
(SEM)
050-230 / - / (200220) / -
200 / - / (220) / -
1-2 FPS
-
1300 / 1
Y
Probe limit Mach is based upon aerodynamic loads on the receiver’s probe while in contact.
E4-2
June 2013
Appendix E5
A400M – AAR RECEIVER INFORMATION
E5.1 AAR Mission Planning and Inflight Data
The following boards are to be read
with additional information listed in Appendix E7 of this Annex. This Appendix publishes AAR
been conducted and a letter issued permitting operations with the A400M. The appropriate
tanker/receiver data are contained in the following figures:
a.
Figure E5-1 AAR Mission Planning Data (A400M/HDU).
E5-1
June 2013
Appendix E5
Figure E5-1 AAR Mission Planning Data (A400M/HDU).
ALT/IAS/(CAS)
/MACH
CLOSURE
RATE
PPM/#
PUMPS
HF
ALT / IAS / (CAS)
/ MACH
PROBE
LIMIT
MACH
VHF
TYPE RCVR
OPTIMUM AAR
UHF
RENDEZVOUS
BUDDY CRUISE
A/A
TAC
X
Y
TO BE RELEASED
E5-2
November 2012
Appendix E6
APPENDIX E6 - ANNEX E TO SRD-FRANCE
COMMON WARNINGS, CAUTIONS AND NOTES
E6.1 WARNINGS, CAUTIONS and NOTES. The following WARNINGS, CAUTIONS and
NOTES are common to all receiver aircraft and must be read in conjunction with the receiverspecific information published in the appropriate paragraph Appendix E7 to this Annex.
WARNING
(ALL) HOT ARMAMENT
REFUELLING.
CHECK
(IF
EXISTS)
IS
REQUIRED
BEFORE
(ALL) ALL AIRCRAFT DO NOT TRANSMIT ON THE HF RADIO WHEN THE
RECEIVER IS WITHIN ½ NM AROUND THE TANKER. THIS INCLUDES DATALINK.
(ALL) UNLESS OTHERWISE SPECIFIED, ALL ELECTRONIC STORES, RADAR,
AND ELECTRONIC COUNTER MEASURES MUST BE TURNED OFF PRIOR TO
AAR. A/A TACAN WILL BE SWITCHED STANDBY AT LEAST 100M JOINING THE
TANKER.
(ALL) TANKER AIRSPEED AND ALTITUDE CHANGES MUST BE MADE
SMOOTHLY AND CAUTIOUSLY WHILE THE RECEIVER IS IN OR NEAR THE
CONTACT POSITION. ANY AIRSPEED OR ALTITUDE ADJUSTMENTS REQUIRED
BY THE TANKER DUE TO AERODYNAMIC EFFECT OF RECEIVER CLOSURE
SHOULD BE ACCOMPLISHED AFTER THE RECEIVER IS STABILISED IN THE
CONTACT POSITION.
(ALL) WHENEVER A FUEL LEAK IS OBSERVED, THE BOOM OPERATOR WILL
IMMEDIATELY TRIGGER A DISCONNECT AND/OR NOTIFY THE RECEIVER, AND
CALL FOR THE RECEIVER TO DISENGAGE THE DROGUE AND REMAIN WELL
CLEAR OF THE HOSE TO MINIMIZE THE INJECTION OF FUEL INTO THE
RECEIVERS ENGINE(S). IF IT IS DETERMINED THAT THE LEAK IS THE RESULT
OF A POOR SEAL BETWEEN THE RECEIVER PROBE AND TANKER DROGUE, A
SECOND ATTEMPT AT CONTACT MAY BE ACCOMPLISHED. IF THE LEAK
PERSISTS, NO FURTHER CONTACT WILL BE ATTEMPTED WITH THIS
RECEIVER EXCEPT IN THE CASE OF AN EMERGENCY OR WHEN
CONTINUANCE IS DICTATED BY OPERATIONAL NECESSITY.
(ALL) THE BOOM OPERATOR MUST BE CONSTANTLY AWARE OF THE
RECEIVER’S POSITION AND RATE OF CLOSURE MOVEMENT. THE RECEIVER’S
RATE OF MOVEMENT TOWARD AN ENVELOPE LIMIT WILL DICTATE THE NEED
TO INITIATE A DISCONNECT. IF THE MOVEMENT IS TOWARD THE INNER LIMIT,
BOOM OPERATORS WILL EXERCISE SOUND JUDGMENT IN INITIATING A
DISCONNECT OR BREAKAWAY PRIOR TO THE RECEIVER EXCEEDING THE
LIMIT OR OVERRUNNING THE TANKER.
E6-1
November 2012
Appendix E6
CAUTION
(ALL) ALL RECEIVER PILOTS SHALL BE AAR QUALIFIED AND CURRENT IN
ACCORDANCE WITH NATIONAL SRD-FRANCE.
(ALL) CONTACT WILL NOT BE ATTEMPT UNTIL THE FIGHTER TYPE
RECEIVER HAS STABILIZED 2 TO 3 FEET FROM THE CONTACT POSITION.
(ALL) NIGHT AAR MAY BE A DIFFICULT OPERATION ESPECIALLY FOR A
RECEIVER NOT EQUIPPED WITH A PROBE NOZZLE LIGHT. IT IS THE
RESPONSIBILITY OF THE RECEIVER'S NATION TO DECIDE WHETHER ITS
PILOTS WILL CONDUCT NIGHT AAR OR NOT.
(BOOM) FOR ALL FIGHTER AND C-130 AIRCRAFT, THE TELESCOPE-ATDISCONNECT SWITCH WILL BE IN MANUAL DURING AAR OPERATIONS.
(BOOM)
FOR ALL FIGHTER RECEPTACLES AND UARRSI, THE BOOM
NOZZLE MUST BE INSERTED INTO THE RECEPTACLE WITHOUT AID OF THE
SLIPWAY; USING THE SLIPWAY MAY CAUSE THE NOZZLE TO COCK,
PREVENTING CONTACT.
(BOOM)
DURING AAR OPERATIONS, EXERCISE CAUTION TO AVOID
STRIKING ANY ANTENNA IN THE VICINITY OF THE AAR RECEPTACLE.
(BOOM)
FOR ALL FIGHTER AIRCRAFT, AVOID EXCESSIVE RETRACTION
RATES TO PREVENT PULLING THE RECEIVER FORWARD IF A BOOM RELEASE
IS NOT OBTAINED.
(BOOM)
ATTEMPTS TO AFFECT A CONTACT DURING LOSS OF ANY AAR
LIGHTING THAT RESULTS IN LESS THAN DESIRED ILLUMINATION WILL BE AT
THE DISCRETION OF THE BOOM OPERATOR.
(BDA) FOR NIGHT AAR, THE RECEIVER AIR CREW SHOULD DIM THE PROBE
LIGHT SETTING TO THE LOWEST POSSIBLE LEVEL WHILE STILL PROVIDING
ADEQUATE ILLUMINATION TO CONDUCT SAFE AAR.
(BDA) SHORT LENGTH OF BDA HOSE (2.74 M-9 FT) MAY GENERATE LATERAL
EFFORT THAT COULD DAMAGE THE PROBE OF THE RECEIVER DURING
CONTACT.
(C160NG) DUE TO LOW SPEED, THE NATURAL TRAIL POSITION OF THE
DROGUE IS VERY BELOW THE BODY OF THE C160NG. SPECIAL CARE MUST
BE TAKEN TO MAINTAIN THE HORIZONTAL PLAN WHEN CONTACT WITH THE
DROGUE IS MADE, DURING ALL REFUELLING TIME AND WITHDRAWAL FROM
THE DROGUE AS WELL. IF THE RECEIVER CLIMBS ABOVE THIS PLAN DURING
REFUELLING, THE DROGUE WILL DESCEND OUT OF SIGHT WHEN
DISCONNECTING, AND VERTICAL FLUCTUATION OF THE DROGUE
(RETURNING TO ITS NATURAL TRAIL ANGLE) MAY HIT THE AIRFRAME OF THE
RECEIVER.
E6-2
November 2012
Appendix E6
NOTE
(ALL)
SOME C-135FR ARE EQUIPPED WITH THE SVSR (SYSTEM FOR
VIDEOSURVEILLANCE OF THE SCENES OF AIR-TO-AIR REFUELLING) WHICH
GIVES TO THE AAR OPERATOR AN INFRARED IMAGE OF THE SCENES
DURING NIGHT AAR THAT CAN BE RECORDED EITHER DURING CENTRELINE
OR WINGTIP MOUNTED PODS OPERATIONS. NIGHT AAR ON WINGTIP
MOUNTED PODS SHALL BE ALLOWED ONLY ON C-135FR EQUIPPED WITH THE
SVSR.
(BOOM) THE BOOM FLIGHT CONTROLS MAY BLOCK THE VIEW OF THE
RECEPTACLE AS THE RECEIVER MOVES IN FROM APPROXIMATELY 30 FEET,
ESPECIALLY IF THE RECEIVER IS HIGH IN THE ENVELOPE (RECEIVERS
EQUIPPED WITH A NOSE MOUNTED UARRSI, A-10, B-1, E-4 AND VC-25).
E6-3
November 2012
Appendix E7
RECEIVER-SPECIFIC AAR INFORMATION
Information. Read this Appendix in conjunction with Appendix E6 – Common Warnings,
Cautions and notes and Appendix E1 – FAF and FN Tankers/Foreign Military Receivers
Technical Clearance.
Subject
Paragraph
AMX
TA/A-4 A/R
A-10A/C
A-37B
B-1B
B-52H
CASA 295
AC/EC/HC/MC/C-130 E/H//J/P/U
KC-30A/B
KC/OC/RC/TC/WC-135B/R/T/S/U/V/W
E-3A-D/F/E-6B/CT-49A (NTCA) /E-8C
EA-6B
EF-2000 Eurofighter-Typhoon
F/RF-4E/F
CF/F-5E/F
F-15A-E/I/J/DJ/S/SG
F-16A-B/C/D/E/F/I
CF/EA/EF/F/A-18A/BE/G/A-G
AV-8A/B, GR-7 (Harrier)
JAS39 GRIPEN C/D
Mirage F1B/CR/CH/EE/EH/-200/EQ
Mirage 50
Mirage 2000B/C/D/EM/BM/EGM/BGM/N/-5/-9/H/TH/RAD9/DAD9
Rafale B/C/M
SU-30 MKI
S3-A/B Viking
Tornado F-3/ADV/GR-4/GR-4A/IDS/ECR/PA-200
E7-1
E7.1
E7.2
E7.3
E7.4
E7.5
E7.6
E7.7
E7.8
E7.9
E7.10
E7.11
E7.12
E7.13
E7.14
E7.15
E7.16
E7.17
E7.18
E7.19
E7.20
E7.21
E7.22
E7.23
E7.24
E7.25
E7.26
E7.27
E7.28
E7.29
June 2013
Appendix E7
E7.1 AAR Data AMX
a. General Information
(1) The AMX is equipped with a probe mast located on the right side of the
cockpit.
b. AAR Operations/Restrictions
(1) (C135/BDA): Night AAR with the AMX is prohibited unless the receiver is
equipped with a probe nozzle light. The tanker must have all AAR lights, including
tail mounted floodlight, operable in addition to the AMX probe nozzle light.
(2) (C-135FR/MPRS).
prohibited.
Night AAR with the AMX from the wing stations is
WARNING
DO NOT REFUEL AMX RECEIVERS HAVING A DEGRADED ELECTRONIC FLIGHT
CONTROL SYSTEM UNLESS DICTATED BY A FUEL EMERGENCY; IF A FUEL
EMERGENCY EXISTS, THE PREFERRED METHOD OF AAR IS FROM THE PODS
BECAUSE IT ENSURES MAXIMUM TANKER/RECEIVER SEPARATION.
CAUTION
IN ASYMMETRIC CONFIGURATIONS, EVEN WITH ELECTRONIC FLIGHT
CONTROL SYSTEM WORKING CORRECTLY, REFUELLING OPERATIONS SHALL
BE PERFORMED FROM THE WING STATIONS ONLY.
WITH FLIGHT CONTROL SYSTEM FAILURE AND ANY DAMPER OFF, UNDER
MODERATE TO HEAVY TURBULENCE, REFUELLING OPERATIONS SHOULD BE
AVOIDED (FROM BOTH CENTRELINE AND PODS).
E7-2
November 2012
Appendix E7
NOTE
THE BRAZILIAN AMX IS NOT KNOWN TO HAVE THE UPGRADED VERSION OF
THE FLIGHT CONTROL SYSTEM THAT ELIMINATES THE EFFECT ON THE
AIRCRAFT, PARTICULARLY ON LATERAL-DIRECTIONAL BEHAVIOUR, DUE TO
AN UN-COMMANDED RUDDER MOVEMENT. THUS, THE BRAZILIAN AMX WILL
REFUEL WITH YAW DAMPER OFF AND MUST NOT BE REFUELLED FROM
C135/BDA.
E7-3
November 2012
Appendix E7
E7.2 AAR Data TA/A-4 A/R
(1) The A-4 is equipped with a probe mast located on the right side along the
fuselage, between the right wing and the air intake.
CAUTION
(ALL)
PROBE LIMIT MACH IS 0.61.PROBE LIMIT MACH IS BASED UPON THE
AERODYNAMIC LOADS ON THE RECEIVER’S PROBE WHILE IN CONTACT.
(ALL)
NIGHT AAR WITH A-4 IS PROHIBITED.
WARNING
(BDA)
AFTER AN A-4 RECEIVER ENGAGES THE DROGUE, THE TANKER
SHALL TRANSFER 300 POUNDS, AND THEN CEASE TRANSFER TO ENSURE
E7-4
November 2012
Appendix E7
THAT FUEL IS NOT LEAKING FROM THE DROGUE. IF NO LEAKAGE IS
REPORTED, CONTINUE NORMAL TRANSFER. IF DURING SUBSEQUENT
REFUELLING THE A-4 PILOT OR BOOM OPERATOR OBSERVES FUEL
ESCAPING AT THE COUPLING, A DISCONNECT WILL BE CALLED.
E7-5
November 2012
Appendix E7
E7.3 AAR Data A-10A/C
a.
General Information
(1) The A-10 has a UARRSI receptacle located 26 inches aft of the nose on
centreline, and is 32 inches in front of the pilot’s windscreen. Receptacle slipway
lights are rheostat controlled.
NOTE
UNLESS OTHERWISE SPECIFIED, TO MINIMIZE MISUNDERSTANDING
BETWEEN USA RECEIVERS AND FAF TANKERS, RECOMMANDATIONS
DESCRIBED IN PART 5 ANNEX ZE, APPENDIX 5, 1ZE-5 AAR DATA A-10A/C,
PAGES ZE-5-2, THRU ZE-5-5 WILL BE FOLLOWED BY FAF TANKER CREWS.
b.
AAR deployments Configured A-10s
(1) See ATP 3.3.4.2 (ATP-56), National SRD-USA, Annex E, Appendix E5,
E5.1 AAR Data A-10A/C, page E5-2
c.
Rendezvous Procedures
(1) Modified Overtaking RV Delta (Point Parallel Rendezvous) See ATP 3.3.4.2
(ATP-56), National SRD-USA, Annex E, Appendix E5, E5.1 AAR Data A-10A/C,
page E5-3.
(2) RV Golf (Enroute Overtaking) Rendezvous See ATP 3.3.4.2 (ATP-56),
National SRD-USA, Annex E, Appendix E5, E5.1 AAR Data A-10A/C, page E53., pages E5-3 and E5-4.
d.
AAR Operations/Restrictions
(1) See ATP 3.3.4.2 (ATP-56), National SRD-USA, Annex E, Appendix E5, E5.1
AAR Data A-10A/C, pages E5-4 and E5-5 for last updates.
E7-6
November 2012
Appendix E7
CAUTION
(BOOM) DUE TO A-10 FLIGHT CHARACTERISTICS AND UNUSUAL TRAINING
OF FAF C135FR CREWS, A-10 AAR BY C-135FR & KC-135R IS AUTHORIZED IF
FAF BOOM OPERATOR HAS INITIALLY PERFORMED ONE AAR WITH A WELL
TRAINED OPERATOR FAMILIAR TO A-10 REFUELLING.
(BOOM) DURING BOOM RETRACTION, THE RECEIVER SLIPWAY DOOR
FORWARD AREA MAY BE DAMAGED BY THE BOOM NOZZLE CATCHING ON A
GAP IN THE FORWARD END OF THE SLIPWAY. RETRACT THE BOOM SLOWLY
AND RAISE IT TO CLEAR THE DOOR AREA.
(BOOM) DURING AAR, DO NOT ALLOW THE AIRSPEED TO DROP BELOW 190
KIAS OR 0.6 AOA, WHICHEVER IS HIGHER, DUE TO DECREASED BOOM
CONTROL AT LOWER AIRSPEEDS.
(BOOM) DURING ANY AAR WHICH REQUIRES THE INDICATED AIRSPEEDS
TO BE LESS THAN 220 KIAS, KEEP THE A/R LINE VALVE CLOSED FOR DRY
CONTACTS TO PRECLUDE FUEL SIPHONING FROM THE FORWARD BODY
TANK AND CAUSING UNEXPECTED CG CHANGES.
(BOOM) TURN
THE
LINE
VALVE
TO
THE
CLOSED
POSITION
APPROXIMATELY 15 SECONDS PRIOR TO PLANNED DISCONNECTS; THIS IS
TO PREVENT FUEL SPRAY FROM IMPAIRING THE VISION OF THE RECEIVER.
(BOOM) AT THE DISCRETION OF THE BOOM OPERATOR, NIGHT AAR MAY
BE ACCOMPLISHED IF EITHER THE BOOM NOZZLE LIGHT OR TMF IS
INOPERATIVE, SO LONG AS THE RECEIVER RECEPTACLE LIGHTS ARE
OPERATIVE. IF THE RECEIVER RECEPTACLE LIGHTS ARE INOPERATIVE,
BOTH THE BOOM NOZZLE LIGHT AND TMF MUST BE OPERATIVE.
NOTE
(BOOM) WITH CERTAIN GROSS WEIGHTS AND AIRCRAFT CONFIGURATION,
THE TANKER RATE ACCELERATION ON A BREAK-AWAY MAY EXCEED THE
RATE OF ACCELERATION FOR THE RECEIVER AIRCRAFT IN THE
OBSERVATION POSITION.
e.
Enroute Formation Join-Up
E5.1 AAR Data A-10A/C, page E5-5.
f.
RV Procedures
E5.1 AAR Data A-10A/C, page E5-5.
E7-7
November 2012
Appendix E7
E7.4 AAR Data A-37B
a.
General Information
(1) The A-37 is equipped with a probe mast located on the centreline in front of
the cockpit.
(2) Due to the rarity of common operations, specific briefing must be led before
AAR A37 with C135, in order to check again tanker and receiver procedures in
accordance with ATP-3.3.4.2.
b.
(1) BDA unless otherwise specified, BDA AAR should be avoided unless a fuel
emergency exists. Multi Point Refuelling System, MPRS is still the preferred
method to ensure maximum tanker/receiver separation and better probability of
success.
CAUTION
(C135)
NIGHT AAR WITH A-37 IS PROHIBITED.
(C135)
UNLESS OTHERWISE SPECIFIED, IMC AAR SHOULD BE AVOIDED.
E7-8
November 2012
Appendix E7
E7.5 AAR Data B-1B
a.
General Information
(1) The B-1B has a UARRSI receptacle located 8 feet from the nose of the
aircraft and 18 Inches in front of the crew compartment windshield.
NOTE
(BOOM)
THE NOZZLE TIP MAY HANG-UP ON THE LEADING EDGE OF THE
DROP DOWN RECEPTACLE DOOR. TO ASSURE SUCCESSFUL CONTACT,
PRECISE POSITIONING OF THE BOOM STRAIGHT INTO THE RECEPTACLE IS
REQUIRED.
(BOOM)
UNLESS
OTHERWISE
SPECIFIED,
TO
MINIMIZE
MISUNDERSTANDING BETWEEN USA RECEIVERS AND FAF TANKERS,
RECOMMANDATIONS DESCRIBED IN ATP 3.3.4.2 (ATP-56), NATIONAL SRDUSA, ANNEX E, APPENDIX E5, E5.2 AAR DATA B-1B, PAGES E5-6 AND E5.7
WILL BE FOLLOWED BY FAF TANKER CREWS.
b.
E5.2 AAR Data B-1B, pages E5-6 and E5-7 for last updates.
CAUTION
(BOOM)
THE B-1 CENTERLINE SPLIT WINDSHIELD IS LOCATED 18 INCHES
DIRECTLY AFT OF THE AIR REFUELLING RECEPTACLE. EXERCISE ALMOST
CAUTION WHILE FLYING AND EXTENDING THE BOOM INTO THE RECEPTACLE
PRIOR TO CONTACT AND AT DISCONNECT.
(BOOM)
NIGHT AAR IS PERMITTED IF EITHER THE BOOM NOZZLE LIGHTS
OR TAIL-MOUNTED FLOODLIGHT ARE INOPERATIVE, SO LONG AS THE
RECEIVER’S RECEPTACLE LIGHTS ARE OPERATIVE; IF THE RECEIVER’S
E7-9
November 2012
Appendix E7
RECEPTACLE LIGHTS ARE INOPERATIVE, BOTH THE NOZZLE LIGHTS AND
FLOODLIGHT MUST BE OPERATIVE.
(BOOM)
CLOSE THE LINE VALVE APPROXIMATELY 15 SECONDS PRIOR
TO PLANNED DISCONNECT; THIS REDUCES FUEL SPRAY WHICH IMPAIRS THE
RECEIVER PILOT’S VISION.
E7-10
November 2012
Appendix E7
E7.6 AAR Data B-52H
a.
General Information
(1) The receptacle doors on the B-52 rotate up, forming a large slipway 2,5 feet
long and located 14,5 feet AFT of the nose and 7,5 feet behind the centre
windows on fuselage centreline.
(2) Lead-in stripes are located in front of the receptacle at 5, 4 and 3 foot
intervals.
(3) Receptacle lights are located on the inside of each door illuminating the
slipway and receptacle and are rheostat controlled.
(4) During night AAR, the floodlight may cause a momentary reflection from the
receiver’s centre windscreen as the receiver moves from astern to the contact
position.
NOTE
DESCRIBED IN ATP 3.3.4.2 (ATP-56), NATIONAL SRD-USA, ANNEX E, APPENDIX
E5, E5.4 AAR DATA B-52H, PAGE E5-12 WILL BE FOLLOWED BY FAF TANKER
CREWS.
b.
E5.4 AAR Data B-52H, page E5-12 for last updates.
E7-11
November 2012
Appendix E7
E7.7 AAR Data CASA 295
a.
General Information
(1) The CASA 295 is equipped with a refuelling NATO standard probe located
on the right side of the airframe, over the co-pilot’s window. The tip of the probe is
approximately above right-hand the nose of the aircraft.
b.
(1) Unless agreed otherwise, night AAR is not authorized until it will be
experienced.
CAUTION
(C160NG) THE CASA 295 IS NOT AIR BRAKE EQUIPPED. ADAPTED CLOSURE
RATE FOR CONTACT IS TO BE TAKEN TO AVOID EXCESSIVE PROXIMITY
BETWEEN THE TWO AIRCRAFTS.
E7-12
November 2012
Appendix E7
E7.8 AAR Data AC/EC/HC/MC/C-130 E/H//J/P/U
a.
General Information
(1) The C-130 has a UARRSI receptacle
located 12 feet aft of the nose and 5.5 feet
behind centre window on fuselage
centreline.
(2) Distance lead-in stripes are located in
front of the receptacle at 1-foot intervals.
(3) For night AAR, a set of lights are located
approximately 17 inches forward of the
receptacle to illuminate the area.
(4) There is additional lighting in the slipway
area.
NOTE
UNLESS OTHERWISE SPECIFIED, TO MINIMIZE MISUNDERSTANDING BETWEEN
USA RECEIVERS AND FAF TANKERS, RECOMMANDATIONS DESCRIBED IN ATP
3.3.4.2 (ATP-56), NATIONAL SRD-USA, ANNEX E, APPENDIX E5, E5.8 AAR DATA
AC/EC/MC/C-130E/H/J/P/U, PAGES E5-21 THRU E5-25 WILL BE FOLLOWED BY FAF
TANKER CREWS.
b.
Rendezvous Procedures
(1)
En-Route Overtaking Rendezvous
(a) See ATP 3.3.4.2 (ATP-56), National SRD-USA, Annex E, Appendix
E5, E5.8 AAR Data AC/EC/MC/C-130E/H/J/P/U, pages E5-21 thru E5-25.
NOTE
(C135) DUE TO ENGINE SPOOL-UP TIME AND RAPID AIRPLANE
DECELERATION WHEN FLAPS ARE LOWERED TO 20 DEGREES, PILOTS MUST
BE PREPARED TO ADVANCE THROTTLES SIMULTANEOUSLY WITH FLAP
EXTENSION.
(2)
Overtaking Rendezvous Delta (Point Parallel Rendezvous)
E5, E5.8 AAR Data AC/EC/MC/C-130E/H/J/P/U, page E5-23.
(3)
Overtaking Modified Point Parallel Rendezvous
E5, E5.8 AAR Data AC/EC/MC/C-130E/H/J/P/U, page E5-23.
c.
Closure Procedures
(1) See ATP 3.3.4.2 (ATP-56), National SRD-USA, Annex E, Appendix E5, E58 AAR.Data AC/EC/MC/C-130E/H/J/P/U, page E5-23.
E7-13
November 2012
Appendix E7
d.
E5.8 AAR Data AC/EC/MC/C-130E/H/J/P/U, pages E5-23 thru E5-25.
(2)
AAR Procedures
E5, E5.8 AAR Data AC/EC/MC/C-130E/H/J/P/U, pages E5-23 and E5-24.
CAUTION
(C135) DUE TO C-130 FLIGHT CHARACTERISTICS AND UNUSUAL TRAINING
OF FAF C135 CREWS, AC/EC/MC/C-130E/H/J/P/U AAR BY C-135FR & KC-135R IS
AUTHORIZED IF FAF BOOM OPERATOR HAS INITIALLY PERFORMED ONE AAR
WITH A WELL-TRAINED OPERATOR FAMILIAR TO AC/EC/MC/C-130E/H/J/P/U
REFUELLING.
(BOOM) BOOM NOZZLE POSITION SHALL BE MONITORED CLOSELY PRIOR TO
CONTACT AND FOLLOWING DISCONNECT AS RECEPTACLE TO PROPELLER
LINE DISTANCE IS ONLY 15,5 FEET.
NOTE
(BOOM) THE MC-130H COMBAT TALON II (CTII) HAS AN ELONGATED TEAR
SHAPED ANTENNA LOCATED APPROXIMATELY 5 FEET IN FRONT OF THE
RECEPTACLE, PROTRUDING OUT FROM THE FRONT OF THE RECEPTACLE
AND AIRCRAFT.
(C135)
THE EC-130J AIRCRAFT AAR ENVELOPE IS 190 TO 230 KIAS AT
20 000 FEET MSL. OPTIMUM IS 210 KIAS/10 000 MSL.
(BOOM) ON EC-130J AIRCRAFT, FUEL MAY BE SEEN SWIRLING WITHIN THE
UARSSI PRESSURE BOX DURING AAR.
(C135)
BANK ANGLE DURING AAR WITH C-130 RECEIVERS WILL BE
LIMITED TO 15 DEGREES.
WARNING
(C135) DO NOT RAISE OR LOWER THE FLAPS WHILE THE RECEIVER IS
CLOSER THAN THE ASTERN POSITION BECAUSE OF THE RESULTANT PITCH
CHANGE OF THE TANKER.
(C135) DURING AN ACTUAL/PRACTICE EMERGENCY SEPARATION, DO NOT
RAISE OR LOWER THE FLAPS UNTIL THE RECEIVER WELL CLEAR.
(C135) IF IN A TURN A BREAKAWAY IS INITIATED, MAINTAIN THE
ESTABLISHED BANK ANGLE WHILE ADDING POWER. DO NOT ROLL WINGS
E7-14
November 2012
Appendix E7
LEVEL AND DO NOT RAISE OR LOWER FLAPS UNTIL THE RECEIVER IS WELL
CLEAR.
(C135) THE MAXIMUM TANKER GROSS WEIGHT BEGINNING AAR
OPERATION WITH C-130 RECEIVERS WILL NOT BE GREATER THAN 250 000
POUNDS.
(C135) DURING AAR, DO NOT ALLOW THE AIRSPEED TO DECREASE BELOW
190 KIAS O 0.6 AOA, WHICHEVER IS HIGHER, BECAUSE OF DECREASED
BOOM CONTROL AT LOWER AIRSPEEDS.
(C135) DURING AAR WITH FLAPS EXTENDED, EXERCISE EXTREME CAUTION
TO ENSURE THAT THE FLAP PLACARD SPEED IS NOT EXCEEDED.
(C135) DURING ANY AAR WHICH REQUIRES THE INDICATED AIRSPEEDS TO
BE LESS THAN 220 KIAS, KEEP THE A/R LINE VALVE CLOSED FOR DRY
CONTACTS TO PRECLUDE FUEL SIPHONING FROM THE FORWARD BODY
TANK AND CAUSING UNEXPECTED CG CHANGES.
E7-15
November 2012
Appendix E7
E7.9 AAR Data KC-30A/B
a.
General Information
b.
TO BE RELEASED
E7-16
November 2012
Appendix E7
E7.10 AAR Data KC/OC/RC/TC/WC-135B/R/T/S/U/V/W
a.
General Information
(1) The receptacle doors on all models of 135’s rotate up forming a large
slipway 2,5 feet long.
(2) Location distance from radome to receptacle will vary depending on aircraft
model.
(3)
From centre window to receptacle is approximately 7 feet.
(4) Receptacle lights are on the inside of each door illuminating the slipway
and receptacle area and are rheostat controlled.
NOTE
E5, E5.9 AAR DATA KC/OC/RC/TC/WC-135B/R/T/S/U/V/W, PAGE E5-26 WILL BE
FOLLOWED BY FAF TANKER CREWS.
(C135)
REVERS FLOW AAR CAN ONLY BE ACCOMPLISHED
AIRCRAFT NOT RESTRICTED FOR REVERSE FLOW AAR.
b.
WITH
(1) See in ATP 3.3.4.2 (ATP-56), National SRD-USA, Annex E, Appendix E5,
E5.9 AAR Data KC/OC/RC/TC/WC-135B/R/T/S/U/V/W, page E5-26 for last
updates
E7-17
November 2012
Appendix E7
E7.11 AAR Data E-3A-D/F/E-6B/CT-49A (NTCA) /E-8C
a.
General Information
(1)
The E-3 doors on the E-3 rotate up forming a large slipway 2,5 feet long and are
located approximately 15 feet aft of the nose section and 7 feet behind the centre
windows on aircraft centreline..
(2)
Receptacle lights, located on the inside of each door illuminating the slipway and
receptacle, area rheostat controlled.
NOTE
UNLESS OTHERWISE SPECIFIED, TO MINIMIZE MISUNDERSTANDING BETWEEN USA
RECEIVERS AND FAF TANKERS, RECOMMANDATIONS DESCRIBED IN ATP 3.3.4.2
(ATP-56), NATIONAL SRD-USA, ANNEX E, Appendix E5, E5.10 AAR DATA E-3A-D/F/E6B/CT-49A (NTCA)/E-8C, PAGES E5-28 AND E5-29 WILL BE FOLLOWED BY FAF
TANKER CREWS.
(C135) PROVIDE E-3 RECEIVERS WITH TYPE OF FUEL TO BE OFFLOADED. IF JP-4
(NATO F-40) OR JET B (NATO F-45) FUEL IS BEING OFFLOADED INFORM E-3
RECEIVER OF FUEL TEMPERATURE. E-3 FUEL BOOST PUMPS ARE NOT CERTIFIED
FOR FLIGHTS USING JP-4 OR JET B FUEL WITH TEMPERATURES EXCEEDING 85°C.
ANY FUEL MIXTURE CONTAINING MORE THAN 0,1 % JP-4 / JET B IS TO BE
CONSIDERED JP-4.
b.
E3D/F
E5.10 AAR Data E-3A-D/F/E-6B/CT-49A (NTCA) /E-8C, pages E5-28 and E5-29
for last updates.
(2) The United Kingdom’s E-3D and French E-3F are identical to the U.S. E3B/C aircraft except for the installation of high bypass engines.
(3) E-3D (RAF) is equipped with a refuelling probe located 30 inches forward
and 3 feet to the boom operator left of the receptacle. The probe is approximately
10 feet in length and has electroluminescent outline lighting, except for the last
1.5 feet of the probe tip.
E7-18
November 2012
Appendix E7
(4) E-3F (FAF) was initially equipped with the same probe as E-3D. The probe
has been removed (see picture above), but can be re-installed if needed.
(5) (MPRS)
Due to C135 wing turbulence, E-3D and E-3F AAR on C135FR MPRS is not permitted.
CAUTION
(BOOM) THE BOOM MAY BLOCK THE PROBE FROM VIEW DURING
APPROACH TO CONTACT IF THE RECEIVER IS OFFSET APPROXIMATELY 5
DEGREES TO THE LEFT.
(BOOM) NIGHT AAR WITH E-3D/F RECEIVERS WILL NOT BE ATTEMPTED IF
THE ELECTRO-LUMINESCENT LIGHTING, BOOM NOZZLE LIGHT(S), AND TMF(S)
ARE INOPERATIVE.
(BOOM)
c.
REVERSE FLOW AAR IS PROHIBITED.
E-6B
E5.10 AAR Data E-3A-D/F/E-6B/CT-49A (NTCA) /E-8C, page E5-29.
(2) The Navy E-6B is B-707 airframe with CFM-56 engines and a standard 135 AAR receiver receptacle.
(3)
The AAR functions are essentially the same as the E-3.
(4) All data remains the same except the E-6B does not have mission radar
and IFF rendezvous equipment.
d.
CT-49A NATO Trainer Aircraft (NTCA)
E5.10 AAR Data E-3A-D/F/E-6B/CT-49A (NTCA) /E-8C, page E5-29 for last
updates.
(2) The NATO Trainer/Cargo Aircraft (TCA) is equipped with URSSI receptacle
that has boom interphone capability.
(3) The NTCA provides dry contacts only (day and night) for NATO E-3 pilot
training.
NOTE
(BOOM) ONLY DRY CONTACTS WILL BE ACCOMPLISHED (DAY AND NIGHT).
DO NOT PRESSURIZE THE AR MANIFOLD WITH BOOM VALVE.
(BOOM) TO DRAIN TRAPPED FUEL FROM THE BOOM, ENSURE THE A/R LINE
VALVE IS CLOSED AND ACCOMPLISH THE BOOM DRAINING STEPS (EXCEPT
STOWING BOOM) CONTAINED IN THE FUEL DUMPING CHECKLIST OF THE
APPLICABLE FLIGHT MANUAL.
E7-19
November 2012
Appendix E7
e.
E-8C
E5.10 AAR Data E-3A-D/F/E-6B/CT-49A (NTCA) /E-8C, page E5-29 for last
updates.
(2) The E-8 is B-707 airframe equipped with a UARRSI receptacle located
approximately 15 feet aft of the nose section and 7 feet behind the centre
windows on the aircraft centreline.
(3)
A blade antenna is located 18 inches aft of the aircraft receptacle.
CAUTION
(BOOM)
NIGHT AAR WILL NOT BE ATTEMPTED IF THE RECEIVER’S
RECEPTACLE LIGHTS ARE INOPERATIVE OR THE TANKER DOES NOT HAVE
EITHER AN OPERABLE BOOM NOZZLE OR TMF.
E7-20
November 2012
Appendix E7
E7.12 AAR Data EA-6B
a.
General Information
(1) The EA-6B is equipped with a probe mast located on the centreline, in front
of the cockpit.
(2)
b.
EA-6B primary rendezvous means is TAC mode X.
(1) Probe limit MACH = 0.68. Probe limit MACH is based upon the
aerodynamic loads on the receiver’s probe while in contact.
(2) EA-6B aircraft are limited to 250 gpm fuel flow rate due to aircraft vent
system design limitations.
CAUTION
(C135) PROLONGED OR EXCESSIVE FUEL FROM THE EA-6B AFT FUSELAGE
VENT MAST IS INDICATIVE OF POSSIBLE AIRCRAFT DAMAGE AND IS TO BE
REPORTED TO THE RECEIVER AIRCREW.
(3) C-135FR (MPRS)
(a) Refuelling speeds and altitudes Optimum refuelling speeds for
Multi Point Refuelling Systems (MPRS) is 250 – 285 KIAS at 25 000 feet
MSL.
WARNING
E7-21
November 2012
Appendix E7
(MPRS) SIMULTANEOUS REFUELLING IS PROHIBITED. USE ONLY ONE POD
AND ONE AR PUMP.
(MPRS) INFORM THE RECEIVER OF ANY OBSERVED FUEL VENTING;
CONTINUATION OF AAR WILL BE AT THE DISCRETION OF THE RECEIVER
PILOT.
E7-22
November 2012
Appendix E7
E7.13 AAR Data Typhoon-Eurofighter- EF-2000
a.
General Information
(1) Before attempting AAR on FAF C135FR, the Eurofighter crews are to follow
the training requirements described in ATP-3.3.4.2(C), Chapter 5, SRD-France,
paragraph 3 “Receiver Qualification and Currency on FAF Tankers”.
(2) The tanker pressure regulation system and both of the pressure regulators
in the MA-4 coupling shall be fully functional.
(3) Due to the lack of a probe light on the Eurofighter EF2000, night AR is
authorised only if all C135FR lighting normally utilized for night AR are fully
functional, including the drogue illumination system (DIS).
(1)
Receiver closure rates for contact shall be limited to 4 feet/second.
(2) Fuel transfers shall be conducted with no more than two aerial refuelling
pumps.
(3) The aerial refuelling speed envelope shall be 225-295 KIAS, not to exceed
0.85M. The AR altitude envelope shall be 6500 ft – 34500 ft MSL.
(4) Eurofighter EF2000 twin seat variant rear cockpit pilot shall conduct AR
during daylight conditions only.
CAUTION
(5) THE RECEIVER AIRCRAFT IS TO DISCONNECT IMMEDIATELY WHEN
MULTI-FUNCTION HEADS DOWN DISPLAY(MHDD) INDICATES “REFUEL
COMPLETED”, OR TANKER POD LIGHTS EXTINGUISH (INDICATING
E7-23
November 2012
Appendix E7
OFFLOAD COMPLETE) TO
RECEIVER’S FUEL SYSTEM.
PREVENT
OVERPRESSURE
OF
THE
(6) EXCEPT IN AN EMERGENCY, CONTINUED CONTACT DURING
BRACKET/TOWLINING (MAIN GROUP FUEL TANK TOP-UPS) REFUELLING
IS PROHIBITED (THE RECEIVER FILLS TO TOP-OFF AND REMAINS IN
CONTACT WITH THE DROGUE SYSTEM)
E7-24
November 2012
Appendix E7
E7.14 AAR Data F/RF-4E/F
a.
General information
(1) All models of F-4 have a small receptacle with no slipway that is located on
the fuselage centreline 2,5 feet behind the aft canopy.
(2) Depending on the model, the receptacle is approximately 25 feet from the
nose of the aircraft.
(3) There is a 3 inch high antenna located 1,5 feet forward of the receptacle
approximately on fuselage centreline.
(4) Depending on the model, additional antennas may be located AFT of the
receptacle.
(5)
For night AAR, lights are located in the receptacle.
(6) The receiver pilot has the capability to position the lights to bright or dim
only.
(7) When using TMF, a momentary reflection from the receiver’s windscreen
may occurs as the receiver moves in from as tern position.
NOTE
E5, E5.12 AAR DATA F-4E/F, PAGE E5-32 WILL BE FOLLOWED BY FAF TANKER
CREWS.
b.
E5.12 AAR Data F-4E/F, page E5-32.
CAUTION
(C135) FOR NIGHT AAR, IF THE BOOM NOZZLE LIGHT FAILS BUT THE TMF IS
OPERATIVE, ATTEMPTS TO EFFECT A CONTACT WILL BE AT THE DISCRETION
E7-25
June 2013
Appendix E7
OF THE BOOM OPERATOR. SHOULD THE RECEIVER’S RECEPTACLE LIGHT
BECOME INOPERATIVE, THE BOOM OPERATOR MAY REQUEST THE RECEIVER
PILOT TO TURN ON THE ANTI-COLLISION LIGHTS.
NOTE
SOME MODELS OF THE F/RF-4E/F DO NOT HAVE MANUAL BOOM LATCHING
CAPABILITY.
E7-26
June 2013
Appendix E7
E7.15 AAR Data CF/F-5E/F
a.
General information
(1) The F-5 is equipped with a probe mast located on the right side of the
cockpit.
(2) Due to the rarity of common operations, specific briefing must be led before
AAR F-5 with C135FR, in order to check again tanker and receiver procedures in
accordance with ATP-56(B).
b.
AAR operations/Restrictions
Figure E1-2, KC-135 AAR Mission Planning and Inflight Data, page E1-3 for
last updates.
CAUTION
(ALL) NO AAR OPERATIONS SHALL BE CONDUCTED WITH THE F-5’S STABILITY
AUGMENTATION SYSTEM (SAS) INOPERATIVE UNLESS AN EMERGENCY FUEL
QUANTITY CONDITION EXISTS IN THE RECEIVER.
E7-27
November 2012
Appendix E7
E7.16
a.
AAR Data F-15A-E/I/J/DJ/S/SG
General Information
(1) The receptacle of the F-15 has a fold down door which forms a small
slipway. It is located 30 feet from the nose and 3 feet left of centreline in the
aircraft wing root area.
(2) Lights for the slipway are in the receptacle and on the aft portion of the
canopy which illuminates the area around the receptacle.
NOTE
E5, E5.13 AAR DATA F-15A-E/I/J/DJ/S/SG, PAGES E5-33 AND E5-34 WILL BE
b.
E5.13 AAR Data F-15A-E/I/J/DJ/S/SG, page E5-34.
CAUTION
DO NOT ATTEMPT CONTACT IF THE FORWARD AAR DOOR IS VIBRATING.
CONTACT WITH THE BOOM MAY CAUSE LOSS OF THE AAR DOOR.
NOTE
(BOOM)
TO ASSURE SUCCESSFUL CONTACT, PRECISE POSITIONING OF
THE BOOM STRAIGHT INTO THE RECEPTACLE IS REQUIRED. THE NOZZLE TIP
MAY HANG-UP IN THE FORWARD END OF THE RECEPTACLE SLIPWAY. THE
TIP ALSO HANG-UP ON THE RECEPTACLE FORWARD ROLLERS IF
ATTEMPTING CONTACT FROM EITHER SIDE OF THE SLIPWAY.
c.
F-15E Data
E5.13 AAR Data F-15A-E/I/J/DJ/S/SG, pages E5-33 and E5.
E7-28
November 2012
Appendix E7
(2) To aid in determining the approximate deck angle and closure rate, a tail
floodlight has been added.
CAUTION
(BOOM)
DURING NIGHT AAR, EXERCISE EXTREME CARE DUE TO
REDUCED DEPTH PERCEPTION AND LACK OF VISUAL CUES ON THE F-15E
DARKER PAINT SCHEME.
E7-29
November 2012
Appendix E7
E7.17 AAR Data F-16A/B/C/D/E/F/I
F-16 With Conformal Tanks
a.
General Information
(1) The F-16 has a UARRSI receptacle which is located 27 feet from the nose
on aircraft centreline, 6,5 feet aft of the canopy.
(2) The F-16B/D/F/I model (two-seater) receptacle is slightly closer to the
canopy.
(3) There is a 2-inch high antenna on the upper fuselage centreline, 3 feet
forward of the receptacle.
(4) On F-16B/D/F/I models, the antenna is 8 inches higher due to being
mounted on the aft portion of the raised panels that blend the canopy to the
fuselage.
(5) F-16C/D/F/I (single-/two-seater) models are modified with a tapering fillet at
the base of the vertical stabiliser approximately 9 inches aft of the UARRSI.
(6)
A single antenna on the fillet is approximately 2 feet aft of the receptacle.
(7) On F-16B/D/F/I models, the area forward and aft of the receptacle is
reduced.
(8)
Lighting for the receptacle is of fixed intensity.
(9) The floodlight on the upper fuselage, which illuminates the AAR markings
around the receptacle, can be varied in intensity.
(10) The receivers may be equipped with conformal fuel tanks (CFTs); receivers
with CFTs will be refuelled using standard F-16 procedures with the following
exceptions:
(a) The AAR altitude is restricted to 15,000 to 30,000 feet MSL with
optimum altitude being 20,000 feet MSL
(b)
Tanker A/R airspeed is 310 ± 10 KCAS (no slower than 300 KCAS)
(11) On airplanes with CFTs installed, the top of the CFT is above the level of
the AAR receptacle; the tanks are especially high toward the forward end.
E7-30
November 2012
Appendix E7
(12) Airplanes with CFTs may have a green receptacle light that is visible during
night AAR.
(13) CFT configured aircraft are limited to gross weights of 48,000 lbs.
NOTE
E5, E5.14 AAR DATA F-16A/B/C/D/E/F/I, PAGES E5-35 THRU E5-37 WILL BE
b.
(1)
See ATP 3.3.4.2 (ATP-56), National SRD-USA, Annex E, Appendix E5,
E5.14 AAR Data F-16A/B/C/D/E/F/I, page E5-37 for last updates.
WARNING
(C135)
BOOM OPERATORS MUST HAVE AT LEAST 400 CONTACTS TO
REFUEL F-16 AIRCRAFT WITH CONFORMAL FUEL TANK. MISSION
QUALIFICATION TRAINING IS NOT PERMITTED WITH F-16 WITH CONFORMAL
FUEL TANK.
(BOOM)
DURING AAR WITH AN AIRPLANE WITH CFTS, IMMEDIATELY
INFORM THE RECEIVER OF ANY FUEL VENTING IN THE AREA OF THE ENGINE
EXHAUST; THERE IS A POSSIBILITY THAT VENTED FUEL COULD BE IGNITED
DURING AFTERBURNER OPERATION.
CAUTION
(BOOM)
F-16B/D MODEL - AVOID STRIKING THE PANELS THAT BLEND THE
AFT PORTION OF THE CANOPY WITH THE FUSELAGE DURING CONTACT AND
AFTER DISCONNECT. THESE PANELS ARE APPROXIMATELY 18 INCHES FROM
SLIPWAY DOORS.
(BOOM)
DURING AAR WITH AN AIRPLANE WITH CFTS, DO NOT ALLOW THE
BOOM TO CONTACT THE CFT; A BOOM STRIKE ON EITHER CFT COULD LEAD
TO TANK FAILURE AND A CATASTROPHIC FUEL LEAK. IMMEDIATELY INFORM
THE RECEIVER OF ANY STRIKE TO A CFT.
E7-31
November 2012
Appendix E7
(BOOM)
SOME F-16B/D/F/I (TWO-SEATER) MODELS ARE MODIFIED WITH A
RAISED AVIONIC HUMP ON THE SPINE OF THE AIRCRAFT WHICH RAISES THE
RECEPTACLE APPROXIMATELY 1 FOOT.
NOTE
(BOOM)
F-16'S DO NOT HAVE MANUAL BOOM LATCHING CAPABILITY.
(BOOM)
DURING F-16 AAR, BE AWARE THAT PRESSURE DISCONNECTS
MAY OCCUR.
E7-32
November 2012
Appendix E7
E7.18 AAR Data CF/EA/EF/F/A-18A/BE/G/A-G
a.
General Information
(1) The F-18 is equipped with a retractable probe mast located on the right
side in front of the cockpit.
b.
(1) C-135FR/MPRS
(a)
Optimum refuelling speeds for C-135FR/MPRS are as follows:
(i)
F/A-18A thru D : 250 – 275 KIAS at 25 000 ft MSL.
(ii)
F/A-18E/F : 260 – 280 KIAS at 25 000 ft MSL.
CAUTION
(BDA)
FOR F-18, PROBE LIMIT MACH IS 0.80.
(MPRS) FOR F-18, PROBE LIMIT MACH IS 0.86.
(ALL)
PROBE LIMIT MACH IS BASED UPON THE AERODYNAMIC
LOADS ON THE RECEIVER’S PROBE WHILE IN CONTACT.
NOTE
THE PROBE LIMIT MACH IS DUE TO PROBE WEAKNESS, ATTEMPT CONTACT
AT LOWER AIRSPEEDS/CLOSURE RATE; IF REQUIRED, INCREASE AIRSPEEDS
IN 5 KNOTS INCREMENTS, CLOSURE RATE AS NECESSARY, UP TO INDICATED
LIMITS.
(2)
C160NG
(a)
No specific information.
E7-33
November 2012
Appendix E7
E7.19
INTENTIONALLY BLANK
E7-34
November 2012
Appendix E7
E7.20 AAR Data AV-8A/B, GR-7 (Harrier)
a. General information
(1) The Harrier is equipped with a retractable probe mast located on the left
side above the air intake.
(2) The tanker pressure regulation system and MA-3/4 coupling pressure
regulators will be fully functional.
b. AAR Operations/Restrictions.
(1) The receiver pilot shall be informed by the tanker of the type of fuel being
transferred.
CAUTION
(MPRS)
PROBE LIMIT MACH IS 0.80. PROBE LIMIT MACH IS BASED UPON
THE AERODYNAMIC LOADS ON THE RECEIVER’S PROBE WHILE IN CONTACT.
(BDA)
DUE TO UNKNOWN STRUCTURAL STRENGTH OF PROBE MAST
MOUNTED ON HARRIER, BDA REFUELLING IS PROHIBITED.
E7-35
November 2012
Appendix E7
E7.21 AAR Data JAS39 GRIPEN C/D
(1) The JAS39 GRIPEN C/D are equipped with a telescopic retractable probe
mast located on the left side above the air intake.
(2)
The GRIPEN is not equipped with probe nozzle light.
NOTE
GLOBAL POSITION OF THE GRIPEN’S PROBE, PARTICULARLY FOR THE D
VERSION (TWO SEATS), IS A MAJOR CONSTRAINT FOR AAR
(2) On the GRIPEN D, probe’s
position is between the first and
the second seat.
(1)
Front position: Despite the
length of the probe when extended
(204 cm plus 38cm probe tip), the
probe is only at the level of the
pilot’s seat.
E7-36
November 2012
Appendix E7
(3) Lateral position: Distance between the tip of the probe
and the glass-cockpit is 68 cm.
b.
(1) (MPRS)
AAR the GRIPEN in degraded electronic flight control system
mode is not authorized until it will be experienced.
(2) (MPRS)
The GRIPEN probe mast contains a pin which may be a "snag"
point during coupling engagements and disengagements with the probe nozzle.
This pin could damage the drogue canopy which could adversely affect the drag
force of the drogue, resulting in instability during extension and rewind
operations.
WARNING
(BDA)
DUE TO THE POSITION OF THE PROBE MAST AND ITS UNKNOWN
STRUCTURAL STRENGTH, BDA REFUELLING IS PROHIBITED.
CAUTION
(MPRS) PROBE LIMIT MACH IS 0.80. PROBE LIMIT MACH IS BASED UPON THE
AERODYNAMIC LOADS ON THE RECEIVER’S PROBE WHILE IN CONTACT.
(MPRS) THE DROGUE IS AFFECTED BY AERODYNAMIC EFFECTS IN THE
VICINITY OF THE GRIPEN AIRFRAME (MAINLY BOW WAVE). MISSED CONTACT
MAY LEAD THE DROGUE TO HIT THE GRIPEN AIRFRAME OR GLASS-COCKPIT.
(MPRS) NIGHT AAR IS AUTHORISED WITH CARE.
NOTE
(MPRS) AFTER AN AAR MISSION WITH THE GRIPEN, MAINTENANCE WILL
INSPECT THE DROGUE ASSEMBLY OF THE APPROPRIATE HOSE SYSTEM(S)
FOR CANOPY TEARS AND OTHER DAMAGE. THIS IS DUE TO THE LOCATION
OF THE GRIPEN’S PROBE PIN. ANNOTATE "DROGUE ASSEMBLY INSPECTION
REQUIRED IN AIRCRAFT F-11.
E7-37
November 2012
Appendix E7
E7.22 AAR Data Mirage F1B/CR/CH/EE/EH/-200/EQ
a.
General Information
(1) The Mirage F1 is equipped with a probe mast located on the right side in
front of the cockpit.
(2) A probe nozzle light illuminates the area for contact, and is rheostat
controlled.
(3) FAF Mirage F1-CR/B are equipped with short length probe mast.
(4) Dassault export Mirage F1-CH/EE/EH/EQ/-200… are equipped with long
probe mast.
b.
(1) Mirage F1-B. The Mirage F1-B version is equipped with a sham probe for
initial training of receiver pilots. Dry contact with no fuel pressure is only
possible.
(2) (BDA)
FAF Mirage F1-CT/CR/B short probe equipped are authorized
to refuel on BDA.
(3) (MPRS)
Mirage F1-B Multi point refuelling system is prohibited.
E7-38
June 2013
Appendix E7
NOTE
(BDA) ONLY DRY CONTACTS WILL BE ACCOMPLISHED (DAY AND NIGHT)
WITH MIRAGE F1-B. DO NOT PRESSURIZE THE AR MANIFOLD WITH BOOM
VALVE.
(BDA) TO DRAIN TRAPPED FUEL FROM THE BOOM, ENSURE THE A/R LINE
VALVE IS CLOSED AND ACCOMPLISH THE BOOM DRAINING STEPS (EXCEPT
STOWING BOOM) CONTAINED IN THE FUEL DUMPING CHECKLIST OF THE
APPLICABLE FLIGHT MANUAL.
CAUTION
(BDA)
DUE TO STRUCTURAL LIMITED STRENGTH OF PROBE MAST, ALL
DASSAULT EXPORT MIRAGE F1 VERSIONS AAR CAPABLE ARE NOT BDA
QUALIFIED ON FAF C-135FR AND KC-135R.
(C160NG) DUE TO SPEED OF C160NG FOR REFUELLING THE MIRAGE F1,
MAXIMUM AAR AIRSPEEDS BOUND WITH ALTITUDES ARE :
-
210 KIAS / FL 170,
200 KIAS / FL 200,
190 KIAS / FL 230.
E7-39
November 2012
Appendix E7
E7.23 AAR Data Mirage 50
a.
General information
(1) The Mirage 50 is equipped with a long size probe mast located on the right
side in front of the cockpit.
(2)
The Mirage 50 is not Radar equipped.
(3) Due to the rarity of common operations with non NATO countries using
Mirage 50, unless otherwise specified, face to face briefing should be led before
AAR with FAF Tankers in order to check tanker and receiver procedures in
accordance with ATP-3.3.4.2(C).
b.
AAR operations
CAUTION
(BDA)
DUE TO STRUCTURAL LIMITED STRENGTH OF PROBE MAST
MOUNTED ON DASSAULT EXPORT MIRAGE 50, BDA REFUELLING IS
PROHIBITED.
(ALL)
THE MIRAGE 50 IS NOT RADAR EQUIPPED. SPECIAL CARE SHOULD
BE TAKEN FOR JOINING PROCEDURES, NIGHT AND/OR IMC AAR
PROCEDURES.
E7-40
November 2012
Appendix E7
E7.24 AAR Data Mirage 2000B/C/D/EM/BM/EGM/BGM/N/-5/-9/H/TH/RAD9/DAD9
a.
General information
(1) The Mirage 2000 is equipped with a probe mast located on the right side in
(2) FAF
Mirage
2000B/C/D/N/-5
and
Dassault
export
2000H/TH/RAD9/DAD9 are equipped with a short length probe mast.
(3)
Mirage
Mirage 2000-9 / EM/BM/EGM/BGM are equipped with a long probe mast.
controlled.
(5) Due to the rarity of common operations with non NATO countries using
Mirage 2000, unless otherwise specified, face to face briefing should be led
before AAR with FAF Tankers in order to check tanker and receiver procedures
in accordance with ATP-3.3.4.2(C). Special care should be taken for joining
procedures, night and/or IMC AAR procedures.
b.
(1) (BDA) FAF Mirage 2000B/C/D/N/-5 short probes are authorized to refuel
on BDA.
(2) (BDA) BDA AAR with Dassault export Mirage 2000 H/TH and RAD9/DAD9
is prohibited.
(3)
(MPRS) No specific information.
(4)
(C160NG) No specific information.
CAUTION
(BDA) DUE
TO
STRUCTURAL
LIMITED
STRENGTH OF LONG PROBES MOUNTED ON
DASSAULT EXPORT MIRAGE 2000 EM/BM AND
EGM/BGM, REFUELLING ON BDA IS PROHIBITED.
E7-41
November 2012
Appendix E7
E7.25 AAR Data Rafale B/C/M
a.
General Information
(1) The RAFALE is equipped with a probe mast located on the right side in
controlled.
b.
(1)
(SEM) For AAR speed and ALT, see Annex C, paragraphs C2, a. to f.
(2)
f.
(RAFALE M) For AAR speed and ALT, see Annex D, paragraphs D2, a. to
WARNING
(BDA) IN DEGRADED ELECTRONIC FLIGHT CONTROL SYSTEM MODE
(EMERGENCY ANALOGICAL MODE), BDA AAR SHOULD BE AVOIDED. MPRS IS
THE PREFERRED METHOD OF AAR BECAUSE IT ENSURES MAXIMUM
TANKER/RECEIVER SEPARATION.
E7-42
November 2012
Appendix E7
CAUTION
(MPRS) IN DEGRADED ELECTRONIC FLIGHT CONTROL SYSTEM MODE, AAR
WILL BE MADE AT THE LOWEST SPEED PERMITTED BY TANKER WEIGHT (CAS
< 250KTS).
(C160NG) TO AVOID SYSTEM OVERPRESSURE, FOR RAFALE, OFFLOAD IS
LIMITED TO FULL TANKS LESS 500KG, (1 100 POUNDS).
E7-43
November 2012
Appendix E7
E7.26 AAR Data SU-30 MKI
a.
General Information
(1) The SU-30MKI is equipped with a
retractable probe (27 inch high when extend, 32
inch long) located on the left side of the cockpit.
b.
(1)
(MPRS) Night AAR is not authorized until it will be experienced.
CAUTION
(MPRS)
DO NOT REFUEL SU-30 MKI WITH F-34. APPROPRIATE FUEL TYPE IS
F-35. FOR DETAILS, SEE ATP 3.3.4.2 (ATP-56), NATIONAL SRD-USA, ANNEX F,
COMPARATIVE FUEL GRADES/CODES.
(BDA)
DUE TO STRUCTURAL LIMITED STRENGTH OF LONG PROBES
MOUNTED ON SU-30 MKI, REFUELLING ON BDA IS PROHIBITED.
E7-44
November 2012
Appendix E7
E7.27 AAR Data Super Etendard Modernisé (SEM)
a.
General Information
(1) The SEM is equipped with a retractable probe located on the centreline, in
(2) The SEM may be equipped with PRV QUINSON 70-1 or PRV J.C.CARTER
60318-2B. Both are acceptable to refuel on C-135FR/MPRS and C160NG.
(3) Due to centreline position of the probe in front of the cockpit, fuel leak is a
major constraint.
b.
(1)
(C160NG) No specific information.
(2)
(SEM) For AAR speed and ALT, see Annex C, paragraphs C2, a. to f.
(3)
f.
(RAFALE M) For AAR speed and ALT, see Annex D, paragraphs D2, a. to
CAUTION
(MPRS)
TO PREVENT FUEL LEAK, C135FR MA4 COUPLING MUST BE
CHECKED ON GROUND BEFORE REFUELLING SEM ON MK32-B PODS.
(BDA)
DUE TO STRUCTURAL LIMITED STRENGTH OF PROBES MOUNTED
ON SEM, REFUELLING ON BDA IS PROHIBITED.
E7-45
November 2012
Appendix E7
E7.28
AAR Data S3-A/B Viking
a.
General Information
b.
AAR operations
(1) (ALL) While in contact, adapt the bank angle to 15 NM turn range or 18
degrees ADF unless the S-3A/B pilot request different angles.
(2)
(MPRS) Optimum refuelling speeds are 200 – 240 KIAS at 15 000 ft MSL.
CAUTION
(MPRS)
WINGSPAN EXCEEDS 68 FEET; SIMULTANEOUS REFUELLING IS
PROHIBITED.
E7-46
November 2012
Appendix E7
E7.29 AAR Data Tornado F-3/ADV/GR-4/GR-4A/IDS/ECR/PA-200
a.
General Information
(1) The Tornado is equipped with a retractable probe mast located on the right
side of the cockpit for GR-4, GR-4A, IDS, ECR, PA200 types, and on the left side
for E-3 and ADV types.
(2) For night AAR, the receiver air crew should dim the probe light setting to
the lowest possible level while still providing adequate illumination to conduct
safe AAR.
(3) Per Tornado technical orders, no AAR operations are to be conducted with
the receiver aircraft in degraded Command and Stability Augmentation System
modes.
b.
(1) Limit the bank angle to 15 degres for turns while in contact unless the
receiver pilot requests different angles.
(2) The receiver pilot shall be informed by the tanker of the type fuel being
transferred.
E7-47
November 2012
LEP
LIST OF EFFECTIVE PAGES TO ANNEX E – NATIONAL SRD FRANCE
PAGE NUMBERS
EFFECTIVE PAGES
E-1 to E-3
E1-1
E1-2 to E1-3
E1-4 to E1-5
E2-1
E2-2 to E2-3
E3-1
E3-2 to E3.4
E4-1
E4-2
E5-1
E5-2
E6-1 to E6-3
E7-1
E7-2 to E7-24
E7-25
E7-26 to E7-37
E7-38
E7-39 to E7-47
LEP-E-1
Nov 12
Nov 12
Jun 13
Nov 12
Nov 12
Jun 13
Nov 12
Jun 13
Nov 12
Jun 13
Jun 13
Nov 12
Nov 12
Jun 13
Nov 12
Jun 13
Nov 12
Jun 13
Nov 12
Jun 13
LEP-E-1
June 2013

standard related document – france

Transcription

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