In-flight refuelling is a technique that allows fuel to be transferred from one aircraft, called a tanker, to another while both are mid-air. This allows the receiving aircraft to stay airborne longer and take off with a greater payload. It is used for military purposes and no civilian applications are known.
This document is a free translation of real reference manuals and has been adapted to the peculiarities and natural limitations of IVAO.
¶ BASICS
¶ TYPES OF PROBES
There are two main systems for transferring fuel from one aircraft to another:
- through a rigid telescopic probe called a BOOM
- or by hose and basket (tanker) called PROBE AND DROGUE
¶ DEFINITIONS
AAR Abort Point
A planned point along the receiver track where the receiver should deviate, if it has not received fuel.
AAR Airspeed
A speed or Mach number at which the AAR will be conducted.
AAR Area (AARA)
A defined area that includes both the refueling pattern and its airspace.
AAR Bracket
A designated segment of a route where the ARR is planned. The Bracket is defined by a starting point and end point.
AAR Element
A tanker and at least one or more receivers
AAR Entry Point (AREP)
A designated point where the receiver enters the "anchor" area.
AAR Envelope
The limits of the area behind a tank equipped with a rigid probe (boom) within which a receiver must fly to stay in contact.
AAR Exit Point (A/R EXIT PT)
The designated geographic point where the refuelling track ends.
AAR Formation (Tanker/Receiver Formation)
Two or more tankers and/or receivers operating together with a designated formation.
AAR RV
The procedures used to allow receivers to reach the astern position behind tankers (boom) or the observation position (drogue) via electronic, radio and/or visual aids.
AAR Time
Planned time spent by the ARCP at the point of completion.
AAR Track
The designated route for refuelling.
Alternate AAR Track
The track designated for AAR in case the primary cannot be used.
Alternate RV
A Rendezvous achieved when primary equipment is not available. They can be radar, common TACAN, Timing, DF Steer, ATC/GCI assistance, etc., or any combination of these.
Altitude Reservation (ALTRV)
An area of airspace reserved for the ARR with the appropriate ATC authority. There are 2 types of ALTRV: moving and static.
- A moving ALTRV encompasses activities along the way and advances as the mission progresses.
- A static ALTRV consists of a defined geographic area, specific altitude(s) and specific time periods.
Anchor Point
A defined reference point upon which an anchor refuelling track is orientated.
Anchor Refuelling
The AAR where the tanker maintains a predetermined pattern that is anchored to a geographical point or fix (see RVs Alpha and Echo).
AR Control Point (ARCP) (previously RVCP)
Fixed wing: The planned geographic point at which receivers arrive at the observation/astern position relative to the assigned tanker.
Helicopters: The closest point where the tanker can pass through the receivers
AR Control Time (ARCT) (previously RVCT)
The estimated time where the receiver and tanker will arrive on the ARCP.
AR Initial Point (ARIP) (previously RVIP)
A geographical point planned before the ARCP on which tankers and receivers will begin the arrival respecting the ARCT. If the tank/receiver is not already at its altitude/FL assigned for the RV, an ascent / descent to the FL/altitude begins. This point can be a designated position established at the time of planning or briefing, or as directed by the entity controlling the RV (tanker/GCI/AEW).
Astern Position
- Probe and Drogue. The stabilized formation position behind the AAR equipment (about 5 feet directly aft of the drogue) with zero closing rates.
- Boom. The position of approximately 50 feet behind and slightly below the nozzle of the tank arm where the receiver stabilizes with zero closing rates before being authorized to the contact position.
Awaiting AAR Position
- Probe and Drogue. The waiting position and the observation position are the same for combat aircraft based on a probe and basket and a tanker, that is, echelon on the left wing of the tanker.
- Fighter Formations - Boom. The AAR position waiting for /element combat aircraft on a tanker boom is a 1 to 3 nm position in trail and a minimum of 1000 ft below tanker altitude..
Base AAR Altitude (Altitude base assumed by tanker)
A reference altitude at which the lowest aircraft in a tanker formation (or a single aircraft for individual AARs) will fly. Ideally, this should be at least 2000ft below the optimal altitude for receiver refuelling..
Breakaway
Emergency procedure during in-flight refuelling in which a potential danger of collision is avoided by establishing an initial separation between the concerned aircraft.
Brute Force Disconnect (Boom Only)
A disconnection that is the result of a receiving aircraft that retreats beyond the full extension of the arm or a mechanical malfunction that keeps the receivers in the "engage" position. A brute force disconnection can occur inadvertently or as part of a coordinated disconnection procedure between the boom operator and the receiving pilot.
Buddy Cruise
When both tankers and receivers are cruising as an AAR Element/Formation.
Buddy Takeoff/Departure
When tankers and receivers take off and climb as an AAR Element/Formation.
Clear Astern
Radio call from the tanker authorizing a receiver behind the assigned AAR equipment (left/center/right). The receiver moves to the stern position.
Clear Contact (Probe and Drogue)
The receiver is authorized to move from the astern position to insert the probe into the supply basket (drogue)
Clear Contact Position (Boom Only)
The receiver is authorized to move to the refuelling position (contact)
Clear Join
A radio call from the tanker authorizing receivers in a tight formation in the observation position or Astern position for BOOM operations.
Clear Leave
A radio call from the tanker authorizing receivers to leave the formation with the tanker. This call is made only after the receivers have moved to the Post ARR position.
Communications Out
Refuelling procedure in total radio silence.
Contact
- Probe and Drogue. When there is contact between the probe and the receptacle (basket)
- Boom. A call made by the boom operator when the boom is threaded into the receptacle.
Contact Point
The geographical point established along the refuelling route where the fuel transfer will take place.
Contact Position (Boom Only)
The stabilized position of the receiver within the AAR envelope where contact can be made.
Crossover (HAAR Only)
A specific manoeuvre to reposition a receiver on the other side of the tanker.
Disconnect
- Action taken by the receiving pilot or boom operator to disconnect tanker and receiver refueling systems.
- Command given by the refueler to the receiver, verbally or by signal, ordering the receiver to disconnect from the refueling equipment:
- Probe and Drogue. The receiver moves slowly to the astern position until the probe disconnects from the basket.
- Boom. When it is seen that the arm is free from the receptacle, the receiver moves back to the astern position without problems.
Dry Contact
Crew training procedure during which fuel is not transferred.
Echelon Left Position (Fixed Wing Only)
The initial position assumed by a receiver reaching the tanker in formation. It is normally echelon left for all receivers.
Echelon Right Area/Position
An area to the right of the refueler (level or slightly above) where receivers move after they have completed refuelling.
Emission Control (EMCON) Procedures
The management of electromagnetic radiation to counter an enemy's ability to detect, identify, or detect friendly emitters detectable by hostile action. To facilitate the task, restrictions on both equipment emissions and radio transmissions are standardized into four options. These options are described in detail in the Communication Sections.
End AAR
A planned location (within the refuelling track boundary) on which refuelling operations are completed.
HAAR
Helicopter Air-to-Air Refuelling
Join Up (HAAR Only)
Procedures used for the transition of the tanker from the flight phase of the RV to a position across the receiver, ready to take command of the formation and the helicopter(s) ready to move to the observation position.
Join Up Altitude (HAAR Only)
Altitude of the helicopter that guarantees the separation of the altitude of the tank/receiver during the Join UP.
Judy
Radio call of the receiver when it has radar contact with the refueler and assumes responsibility for heading towards it up to the visual contact range.
MARSA
Military Assumes Responsibility for Separation of Aircraft
Nose Cold
Radar selected on standby.
Observation Position (HAAR Only)
A position to the left of the tanker, outside the wingtip and slightly above and behind the tanker's horizontal stabilizer.
Off-load/On-load
The fuel transferred from the tanker, normally established in the planning phase, assigned to receivers during a refuelling mission.
On-Deck Position. (Quick Flow Procedure Only)
Echelon left formation on the receiver in the Contact position.
Orbit Departure Time
The time the tanker will leave orbit to perform the planned VR.
Orbit Pattern
The pattern flown by the tanker on the Orbit point.
Orbit Point
A geographical point along the planned refuelling track where the tanker will orbit.
Point Parallel RV Procedure (RV Delta)
Procedure normally used when the tanker arrives in the refuelling zone before the receivers (a tanker orbit is planned).
Post AAR Position
The position held by the receivers after refuelling.
Note: In EMCON condition 1 or 2, the tanker and receivers will verbally coordinate their separation manoeuvres before they are undertaken.
Post AAR Procedures
The procedures carried out by tankers and receivers after final disconnection and before proceeding to the next cruise phase.
Quick Flow AAR (QF)
Sight procedures put in place to speed up operations by minimizing refuelling time required.
Receiver Holding Point
A point along the upstream end of the incoming section to the anchor point where the receiver(s) will wait until it is authorized to rendevous with the tanker. This point is used when using alternative procedures via anchor points.
Refuelling Altitude
The planned AAR altitude that meets the performance and operational requirements of both the refueler and the receiver aircraft.
Refuelling Heading
A real or magnetic HDG flown by the tanker(s) and receivers to maintain an AAR track.
RENDEZVOUS ALPHA
It is a procedure directed by a radar station that deals with the approach of the receiver to the tanker using vectors.
RENDEZVOUS BRAVO
It is an approach procedure based on the heading and on-board equipment of both aircraft. The procedure is directed by the tanker.
RENDEZVOUS CHARLIE
It is a heading-based approach procedure similar to the BRAVO RV that allows aircraft equipped with interception radar to handle the procedure once radar contact has been obtained.
RENDEZVOUS DELTA
This procedure requires the receiver to maintain an agreed track and the tanker to maintain the reciprocal track, offset a predetermined distance.
RENDEZVOUS ECHO
It is a procedure normally used in support of CAP activities.
RENDEZVOUS FOXTROT
It is a procedure normally used when the tanker and receivers take off together from the same base and then operate enroute to a destination airport. This procedure is also called Buddy Join-up Procedure.
RENDEZVOUS GOLF
It is a procedure used to facilitate the reunion enroute at a certain time between tankers and receivers.
RV Initial Call
When the use of radio is authorized, the tanker is to confirm RV details before starting the RV procedure..
RV Point
A designated point where both the tanker and the receiver plan to make the joining in the formation (ARCP, ARIP, etc.).
RV Rollout Heading
A reference heading flown from the tanker on the final turn towards the RV Point
RV Speed
- For RVs where the receiver flies with a speed of 20KT higher than that of the tanker, the speed of the tanker is called RV Speed. This is normally the optimal speed to optimize performance during refueling.
NOTE: If communications are not possible for any reason, and a pre-briefing is not possible, the tanker will fly at the optimal speed for the receiver type.
- For RVs where the receiver speed is known to the tanker, the RV Speed is the speed maintained by the receiver when it is flying towards the Rendezvous with the tanker.
RV Track (Tanker Track)
The track flown by the tanker during the RV procedure. The track of receivers to the RV point depends on how it was planned and the type of VR procedure.
Reverse Flow AAR (boom only)
The transfer of fuel from the receiver to the tanker.
Single Hose Procedure
A change to the refuelling procedure when a tanker, which normally operates with 2 filling stations and has one that is unavailable.
Special Instructions (SPINS)
Special instructions that are placed on the ATO (Air Tasking Order)
Spokes
The receivers damaged the Drogue.
Start Descent Point
A point where a descent begins.
Start Point
A designated point on track where the refuelling of the first receiver is planned.
Stop Point
A designated point on track where the refuelling of the last receiver is scheduled to end.
Switches Safe
The armament on board is selected on safe/off.
Tactical Air Control System
Any type of agency dedicated to command and control, such as a CRC/GCI, AWACS etc..
Tactical Stream
Two or more AAR formations proceeding with a predetermined spacing along the same route.
Tanker Abeam (HAAR)
When the receivers are at "9 o'clock" of the tanker during the JoinUP procedure.
Terminate (Emergency Separation)
Call by the tanker to stop and perform a manoeuvre of Breakaway
Texaco (HAAR)
Brevity term to request a Helicopter Refuelling that can be accomplished on-call
Toboggan
Request from receiver for the tanker to start a slow descent, maintaining the refuelling airspeed. The rate of descent is between 300 and 500 ft per min and this should be used unless tanker or receive requests otherwise.
Track Offset
Used in the RV Delta (point parallel), it is the lateral distance at which the tanker is located from the route of the receivers. The distance compensates for the turning radius and/or drift during the turn towards the ARCP.
Transferable Fuel
The available fuel to be transferred to the receiver. This is the total fuel requirement, minus the fuel required to the tanker for "recovery" operations including also the landing/diversion/weather reserve. Also called instantaneous offload.
Turn Range
In some RV procedures is the distance measured between the tanker and the receiver at the point where the tanker begins the turn for the procedure.
Underrun
An underrun occurs when the closing rate of the receiver prevents stabilization in the astern position, or when the forward movement of the receiver is considered excessive during contact or approach to contact.
Visual
Radio call from the receiver or tanker confirming visual contact with the other aircraft.
Visual Formation
Receiver(s) flying off tanker’s wing.
Wave (of aircraft)
A series of aircraft formations departing from or arriving at an airfield or target, or passing a precise geographic location, with a specified interval between each formation.
Wet Contact
AAR engagement during which fuel is transferred.
Wing AAR Pods (WARP) (KC-10)
A set of 2 self-contained Flight Refuelling Ltd Mk32 refuelling pods mounted on selected KC-10 aircraft that allows simultaneous refueling of 2 probe-equippedù receivers.
¶ REFUELING AREAS
AAR operations can be planned and conducted within published areas or corridors.
¶ MARSA
Term by which the military mission leader (leader) assumes responsibility for separation (safe distance) between aircraft participating in a joint flight activity.
With the declaration of MARSA the ATC units is relieved from the responsibility of ensuring the expected minimum ATC separation. The ATC is however responsible for providing a separation between the prescribed traffic involved in operations and other non-participating aircraft.
¶ GENERAL PROCEDURES - FIXED WING
Altimeter setting
Unless otherwise stated, a setting of 1013.2 hPa (29.92 inches) shall be used for AAR operations at or above the transition altitude, or when above water and operating in accordance with ICAO Procedures. When not using standard pressure settings, tanker crews must include the altimeter setting in the initial call.
Vertical separation
Receivers should normally approach from below and maintain a minimum of 1000ft of vertical separation, unless otherwise specified during planning or briefing, until visual contact and positive identification have been achieved. If the expected level/height/altitude is unsuitable, the tanker can select other flight levels/altitudes/heights that ensure better RV execution. A level/height/altitude change shall only be made when all aircraft and radar units participating in the procedure are aware of the proposed change and the ATC has approved the use of airspace..
Speed
- TANKER. The tanker speed during an RV procedure is prescribed in the flight manual of the same; This speed is normally optimized for the best tanker performance. This is the speed that the tanker will fly if communication is not established with the receiver. If the tanker speed is different, the tank must inform the receiver in the initial call RV.
- RECEIVER. The receiver should normally fly the speed prescribed in its flight manual. For option 1 of the RV Delta where the tank speed is known to the receiver, the receiver flies the tanker speed plus 20 kt.
Visibility
The receivers will maintain a separation of AT LEAST 1000ft from the tanker altitude up to a distance of 1NM from the tanker.
- Tanker in sight. Once the receiver(s) is "visual" with the tanker, the receivers are allowed to enter into formation and should begin a progressive climb to the tanker.
- Tanker not in sight. If the receivers are not in sight with the tanker, subsequent actions must be taken according to the capabilities of the receiver:
- Receivers without radar or with only weather radar. They must NOT proceed within 1NM of the tanker if this is not in sight;
- Basic Airborne Intercept Radar. Where required by national regulations, they can climb to 500ft below the AAR altitude base and maintain this altitude up to 1/2nm from the tanker. If radar contact is lost within 1 nm without having made visual contact with the tanker, the receiver must descend to 1000 feet below the refueler's AAR altitude base.
- Airborne Intercept (AI) Radar. Where required by national regulations, as long as radar lock is maintained, aircraft equipped with AI radar can continue the closing maneuver at no more than 10kts higher within 1/2 nm maintaining 500ft of vertical separation in a minimum range of 1500 ft.
- Established visual contact. Start a progressive climb to the tanker.
- No Visual Contact within a range of 1500ft. Cancel the approach manoeuvre.
- Loss of Radar Lock within a range of 1/2 nm. The receiver shall re-establish a separation of at least 1/2nm and maintain a minimum vertical separation of 500 ft.
- Visual contact has not been established. If eye contact is not reached at the appropriate minimum closing interval, the receiver(s) may:
- Stabilize at the lowest level appropriate and keep it until the tanker reaches in an area of greater visibility.
or
- Descend to 1000 ft below the tanker and move back to 1 nm and hold this position until the tanker reaches an area of greater visibility.
AAR operations stopped due to visibility.
Refuelling shall be interrupted when visibility is deemed insufficient for safe operations.
Racetracks and Orbits.
Whenever possible and according to the procedure, the tanker should fit into a "racetrack" pattern or through orbit in an advanced position with respect to the RV or in any case at the discretion of the pilot in order to synchronize with the needs of the receivers.
Formation “Handling”
In any case, the formation leader is responsible for separations between the various components, this is known as MARSA – Military Assumptions Responsibility for Separation of Aircraft. If the formation will occupy a volume of space greater than that established in national AIS publications, it is IMPERATIVE that prior authorization is approved by the competent authority.
The formation needs a turn for "AVOIDANCE".
In the event that a heeding change is necessary to avoid cloud formation or low visibility, the tanker must try to maintain a flight as leveled as possible. If necessary to turn, it will make it with an AOB bank angle of 10 ° and make radio calls to announce these turns.
Example:
Tanker: “(callsign) TURNING RIGHT, ROLLOUT HEADING 250.”
¶ POSITIONS TO BE TAKEN
¶ MAIN PHASES
- Reaching the position of ECHELON LEFT
- Stabilization in the position of ECHELON LEFT
- Positioning in the ASTERN position
- Stabilization in the ASTERN phase
- Contact and fuel transfer
- Positioning in the position of ECHELON RIGHT
- Stabilization in the position of ECHELON RIGHT
- The rest of the formation completes the refuel
- Only when stabilized on the ECHELON RIGHT, another formation will be able to approach the tanker
¶ "EMCON" COMMUNICATION PROCEDURES
It may be necessary to conduct AAR exercises/operations in radio/electronic silence. The use of electronic emitters will vary according to the threat assessed. In addition, the EMCON options and the communications that can be made for each option are shown in the following tables. These describe 4 levels of restriction on the use of electronic emissions and provide for a further particular selection of transmitters.
|
EMCON Option |
CRITERIA |
|
1 |
All emitters are Authorized, i.e. full RT for training purposes. (Note: This option is normally used for all qualification/certification training.) |
|
2 (Restricted R/T) |
Routine EMCON:
General:
Boom Operations:
|
|
3 (Silent R/T) |
Radio silent operations including training, RV and AAR procedure. The use of other emitters is authorized unless specifically prohibited. |
|
4 (Emission Out) |
No emitter will be used unless specifically authorized. |
¶ OPERATIONAL TECHNIQUE - FIXED WING
¶ RV ALPHA (ANCHOR)
The basic requirement for a RV Alpha (Anchor) is the Positive Control altitude/speed/direction by a radar controller that bring the receiver to an ideal position of 1nm behind the tanker with a vertical separation of 1000ft below the tanker. In case of lack of Positive control another type of RV have to be planned.
EXECUTION
The tanker pilot must:
- Fly a circuit/orbit that is determined by an ANCHOR POINT unless otherwise specified by the radar controller.
- Flying at the expected altitude (Base AAR Altitude)
- Perform turns with a Bank Angle of 15° or 25°
The receiver pilot must:
- Fly up to an altitude of 1000ft below the Base AAR Altitude
- Fly correctly the headings and speeds assigned by the radar controller. For aircraft equipped with AI radar, declare that they have radar contact with the tanker by the expression JUDY.
- When in sight of the tanker declare visual contact by the expression VISUAL.
- Secure the armament and turn off the radar when in view of the tanker
- Take the position of ECHELON LEFT (or as instructed by the tanker) when authorized.
ANCHOR PATTERN
The location of the pattern is determined by the Anchor Point and the orientation of the Inbound course. The inbound "leg" measures at least 50NM and its width depends on the type of aircraft but varies from 7 to 20NM. For reasons of "space occupation", during training in R/D zones etc. the size of the pattern can be reduced to remain contained within the zones.
Multiple AAR formations can occupy the refueling pattern and vertical separation must be specified in the SPINs or pre-mission briefing. A separation of 3000ft is to be considered the minimum possible separation for safe operation.
ALTERNATE ANCHOR PATTERN
In the event that the radar control unit is no longer available to control the RV (system failure), an alternative anchoring model must be implemented.
The same procedures will then be put into practice to perform a Delta RV and the pattern is described in the figure below.
HOW TO CALCULATE THE TURNING RADIUS
In case you want to know your turning radius to a given bank in order to define the width of the Air to Air refueling track you can use the following formula to obtain the value corresponding to the width itself.
Where
V= True Airspeed in Knots
Θ= Bank Angle
The result will be a value expressed in Feet to be converted into Nautical Miles.
Finally, it should be noted that things become much more complicated if you take into account the winds at altitude. The turning radius calculated with the previous formula will no longer be applicable because the aircraft will trace a spiral path along the ground, not a circle.
For simulation purposes, below is a table of AoB values to be maintained based on speed and miles of separation between the beginning and end of the turn (leg separation). It is obviously approximate and does not take into account the "drifting" due to the wind. The pilot will correct by increasing/decreasing the turning rate to stay within the limits imposed by the leg separation.
|
Tas nm |
250 |
300 |
350 |
400 |
450 |
| 15 |
3 |
5 |
7 |
9 |
11 |
| 13 |
4 |
6 |
8 |
10 |
12 |
| 11 |
5 |
7 |
9 |
11 |
13 |
| 9 |
6 |
9 |
11 |
14 |
18 |
| 7 |
7 |
11 |
15 |
19 |
23 |
| 5 |
10 |
15 |
20 |
25 |
30 |
| 3 |
17 |
24 |
31 |
38 |
45 |
¶ RV BRAVO
The Bravo RV is a heading-based procedure that uses air-to-air equipment from both the tanker and the receiver; It is ideal for situations where the accuracy of the tanker or receiver navigation equipment is degraded or presents doubts about its effectiveness and precision. It has an added advantage as it does not require a pre-planned/agreed AAR track. However, for agreed tasks, an ARIP, receiver inbound track, and Control Time (ARCT) are normally designated. This procedure is suitable for receivers not equipped with AI radar; It is also suitable for large or damaged receivers in battle, because the tanker makes all turns during the procedure itself.
EXECUTION
Initial requirements
The initial approach procedure is "Head-on".
At this stage it is desirable to have a minimum of 100NM of separation
Navigation towards the ARIP
For maximum flexibility, the tanker should plan to have enough time to set up a left-turn racetrack to reposition itself from the ARCP. Both airplanes navigate so that they have optimal positioning at the time of ARCT.
Tanker and Receiver AirSpeed
- The Tanker flies at the refueling speed indicated for the receiver.
- The Tanker translates this speed into TAS (True Air Speed) and through the table below calculates the relative TURN RANGE.
- The receiver normally flies the RV procedure to the tanker KIAS + 20 KIAS
|
Tanker 25° AOB |
Tanker 15° AOB |
||
|
Tanker Speed (TAS) |
Turn Range (NM) |
Tanker Speed (TAS) |
Turn Range (NM) |
|
230 |
8.4 |
180 |
9.2 |
|
240 |
9.0 |
190 |
10.0 |
|
250 |
9.6 |
200 |
10.9 |
|
260 |
10.3 |
210 |
11.8 |
|
270 |
11.0 |
220 |
12.8 |
|
280 |
11.7 |
230 |
13.9 |
|
290 |
12.4 |
240 |
14.9 |
|
300 |
13.2 |
250 |
16.0 |
|
310 |
14.0 |
260 |
17.2 |
|
320 |
14.8 |
270 |
18.4 |
|
330 |
15.6 |
280 |
19.6 |
|
340 |
16.5 |
290 |
20.9 |
|
350 |
17.3 |
300 |
22.2 |
|
360 |
18.2 |
180 |
9.2 |
|
370 |
19.2 |
190 |
10.0 |
|
380 |
20.1 |
200 |
10.9 |
|
390 |
21.1 |
210 |
11.8 |
|
400 |
22.1 |
220 |
12.8 |
|
410 |
23.1 |
||
|
420 |
24.2 |
||
|
430 |
25.2 |
||
|
440 |
26.3 |
||
|
450 |
27.5 |
||
|
460 |
28.6 |
||
|
470 |
29.8 |
||
|
480 |
31.0 |
||
|
490 |
32.2 |
||
|
500 |
33.4 |
||
DF (Direction Finding) Calls
After the initial call for the RV has been made, the tanker crew makes the TRANSMIT FOR DF call.
The tanker then takes control of the receiver's headings to stabilize it on a reciprocal track.
When close to the TURN RANGE the tanker makes a turn of 225 ° to the left to enter the track of the receiver.
¶ RV CHARLIE
The Charlie RV is a procedure based on headings, similar to the RV Bravo, which allows receivers equipped with AI radar to control the RV once they have positive radar contact with the tanker. The procedure is ideally carried out when the accuracy of navigation systems are in doubt or degraded. It does not require a pre-planned track, however an ARIP, an inbound track and an ARCT must be designated.
EXECUTION
Initial requirements
The initial approach procedure is "Head-on".
At this stage it is desirable to have a minimum of 100NM of separation
Navigation towards the ARIP
For maximum flexibility, the tanker should plan to have enough time to set up a left-turn racetrack to reposition itself from the ARCP. Both airplanes sail so that they have optimal positioning at the time of ARCT.
Tanker and Receiver AirSpeed
- The Tanker flies at the refuelling speed indicated for the receiver.
- The Tanker translates this speed into TAS (True Air Speed) and uses the table below to calculate the relative TURN RANGE.
- The receiver normally flies the RV procedure to the tanker's KIAS + 20
|
Tanker 25° AOB |
Tanker 15° AOB |
||
|
Tanker Speed (TAS) |
Turn Range (NM) |
Tanker Speed (TAS) |
Turn Range (NM) |
|
230 |
5.4 |
180 |
6.0 |
|
240 |
5.8 |
190 |
6.5 |
|
250 |
6.2 |
200 |
7.0 |
|
260 |
6.6 |
210 |
7.6 |
|
270 |
7.0 |
220 |
8.2 |
|
280 |
7.4 |
230 |
8.8 |
|
290 |
7.9 |
240 |
9.5 |
|
300 |
8.3 |
250 |
10.2 |
|
310 |
8.8 |
260 |
10.9 |
|
320 |
9.3 |
270 |
11.6 |
|
330 |
9.8 |
280 |
12.4 |
|
340 |
10.3 |
290 |
13.2 |
|
350 |
10.9 |
300 |
14.0 |
|
360 |
11.4 |
180 |
6.0 |
|
370 |
12.0 |
190 |
6.5 |
|
380 |
12.5 |
200 |
7.0 |
|
390 |
13.1 |
210 |
7.6 |
|
400 |
13.7 |
220 |
8.2 |
|
410 |
14.4 |
||
|
420 |
15.0 |
||
|
430 |
15.6 |
||
|
440 |
16.2 |
||
|
450 |
16.9 |
||
|
460 |
17.6 |
||
|
470 |
18.3 |
||
|
480 |
19.0 |
||
|
490 |
19.7 |
||
|
500 |
20.5 |
||
DF (Direction Finding) Calls
After the initial call for the RV has been made, the tanker crew makes the call TRANSMIT FOR DF.
The tanker then takes control of the receiver's bows to stabilize it on a reciprocal track.
When close to the TURN RANGE the tanker makes a turn of 180 ° to the left and the receiver will make a turn to the right of 45°.
¶ RV DELTA (POINT PARALLEL)
This procedure will only be briefly described and at the moment we do not believe it is simulated due to a complicated series of calculations to be carried out.
The RV Delta (Point Parallel) procedure requires the receiver to maintain an agreed track and the tanker must maintain the reciprocal track, at a certain distance (offset)
Initial requirements
A common track of at least 70NM between ARCP and ARIP
Tanker and Receiver AirSpeed
- Turn Range - The tanker translates the indicated speed into TAS and applies it to the appropriate AOB table to calculate the TURN RANGE
- The receiver normally flies the RV procedure to the tanker KIAS + 20
- The offset calculation must be done through the appropriate tables
- The receiver should reach 1NM behind the tanker after it is completed its turn towards the ARCP
Tanker tasks
- It is responsible for the management of the RV
- It Can enter the refuel holding orbit from any direction
- It must arrive at least 10 minutes earlier before the ARCT and normally, stabilize in a left circuit using the ARCP as an "anchor point"
- Fly the LEGS of the refuelling circuit for 2 minutes and make turns at 15 or 25 ° of AOB.
Receiver tasks
- Be at an altitude of 1000ft below the ARR altitude base leaving the ARIP
- Enter the circuit, not deviating from the connecting line between ARCP and ARIP and trying to be at the ARCP at ARCT time.
Communication procedures
15 minutes before the ARCT the tanker and receiver must confirm their Levels, their TACAN A/A channel, mode 3, armament status and timing.
¶ RV ECHO (TIMING)
The Echo RV is a type of procedure based on a "synchronized" pattern and is used in tactical situations where it is necessary to have a tanker available with which receivers can perform an RV in a known area on a basis of need and opportunity. It is normally used in support of CAP (Combat Air Patrol) missions and is particularly appropriate where EMCON procedures are in use.
Anchor Point
The Anchor point can be identified in 2 ways:
- Range and True Bearing. A true distance and bearing from a reference point with an inbound track to the anchor point oriented with a certain number of degrees and to the left of the radial from reference point.
- Geographic Point and True Track. A geographical point and a true track that must have flown to the anchor point.
Duration of the RV
Normally an RV lasts 15 minutes but for operational reasons it could be defined in 10, 15 or 20 minutes. It is important that the duration is defined during the pre-mission briefing, as receivers will use this information to anticipate and predict the position of the tanker.
Fly-by of the tanker over the Anchor Point
The tanker should aim to fly at the anchor point at the established RV level over the hour and at intervals with a frequency equivalent to the duration of the RV (previous paragraph)
The receiver reaches the tanker
- Each receiver directs autonomously to the tanker using any available navigation aids.
- The receiver will join the pattern at an altitude of 1000ft below the RV altitude.
- Receivers with an AI radar or with established visual contact can reach the pattern at any useful point.
- Receivers not equipped with AI radar should fly the inbound track to the anchor point and adjust their timing to arrive 30 seconds after the tanker..
EMCON procedures in use
In the case of EMCON, it is essential that crews maintain an adequate situation awareness of the traffic around them and total adherence to refueling procedures.
¶ RV FOXTROT
The RV Foxtrot is a sequential departure normally used in VMC conditions when tankers and receivers operate from the same airport. This allows the tanker to actually start together with the receivers (limiting unnecessary waiting). There are 2 methods of carrying out the procedure:
- Accompanied Departure/ Buddy Climb
- Tailchase.
Keep in mind that the ALTRV is linked to the flight plan of the tanker
Accompanied Departure/Buddy Climb
In this procedure, the receiver(s) takes off before the tanekr and completes a visual circuit of the airport as the tanker takes off. The receiver(s) then joins the formation with the tanker. This method has the advantage that receivers are not exposed to the wake turbulence of the refueler.
Tailchase
In this procedure it is the tanker that takes off before the receivers and is used when weather conditions are degraded.
The tanker will decide on an ARIP that will be placed on a point that is 1 minute after the TOC (Top of Climb) of the tanker.
Knowing the rate of climb of the tanker it will be possible to determine the ARCT based on the takeoff time of the tanker.
The receiver calculates its own take-off time to compensate for ARIP and compares the tanker take-off time to ensure adequate separation and avoid tanker wake turbulence.
After take-off The receivers will establish radio contact with the tanker and maintain a constant separation of at least 1000ft below until positive visual contact with the tanker is made..
After radio contact, the tanker will inform of its levels crossed every 5000ft until the receivers make visual contact on the tanker. If IMC conditions are encountered, these radio calls may be made more frequently.
Normally both tankers and receivers fly the same route and the TACAN is selected on A/A to give separation range.
If the receivers have not confirmed visual contact during the climb, the tanker will have to compensate for ARIP and through ATC approval enter a left pattern until reunion is completed..
¶ RV GOLF (EN ROUTE)
The RV Golf facilitates an en-route join-up on a common course to ensure that the scheduled time is respected in reaching an ALTRV or other established military corridor; tankers and receivers may have started from the same base or from different bases.
Basic procedures
- Arrival at ARIP. Tankers and receivers proceed independently to get to ARIP at the expected ARCT.
- The receivers will have to arrive on the ARIP 30 seconds later after the ARCT and then proceed with a speed of 20KIAS higher than that of the refueler. This will ensure a separation of about 3NM between the supplier and the receiver.
- Slower receivers can reduce this time to 15 seconds.
- Route requirements A common route of 15 minutes of flight should be planned to allow the tanker to descend to the altitude of the RV, to obtain visual acquisition and to make any corrections.
Change to basic procedures in EMCON 2
- During EMCON 2, if radio contact between the aircraft has not been established before the RV control time, or the adjusted RV control time, the tanker(s) and receiver(s) must maintain their assigned level and initiate the RV by crossing the ARIP/ARCP at the ARCT.
- Aircraft delaying at the ARCP will employ normal orbit procedures unless otherwise directed. If there is minimal separation between following aircraft or formations using the same track, orbits at the ARCP will require close coordination and thorough crew briefings to ensure vertical separation. Aircraft delaying the ARCP will begin normal orbits unless otherwise instructed. If there is minimal separation between aircraft following and using the same route, orbiting the ARCP will require close crew coordination to ensure vertical separation is achieved.
Variation of basic procedures in EMCON 4
There are specific procedures in case of EMCON4 but for the moment they will not be covered in this manual.
¶ QUICK FLOW PROCEDURE (QF) (BOOM ONLY)
General
The QF procedure allows to reduce the time required for refueling, but can be carried out ONLY in VMC weather conditions. During the radio contact, the words "QUICK FLOW" must be inserted to confirm to the crew that the "fast" procedure is being carried out”.
Normally the receiver is positioned in an ECHELON LEFT and once the leader starts refueling, the second moves to the position called "On-deck position". This is essentially an echelon with the receiver refueling, so as to reduce the time when it will leave for the echelon right with the tanker.
Breakaway Procedure
In case of needing to perform a quick "break" maneuver, the receiver on the on-deck position (or the receiver that is moving on the on-deck position if it was not yet stable on that position) will follow the receiver that was refueling, while the others that are in echelon with the tanker will remain in that position.
¶ ACCOMPANIED LET DOWN PROCEDURES
In this procedure the tanker is the formation leader and "accompanies" the receivers until the approach to the runway and subsequent landing. The procedure shall be completely pre-planned.
Important aspects to be considered: formation to be maintained, speed (including maximum speed with the landing gear extended), bank angles (AOB) in turning, minimum weather, wake turbulence, especially in conditions of strong crosswind.
Any change in altitude, heading, speed, go-around or change of frequency must be declared in advance. The tanker pilot must avoid setting excessive AOBs and using autopilot modes that may result in sudden changes in direction and altitude.
EXECUTION
- The tanker assumes responsibility for communications both the ATC units and the components of the formation.
- Whenever possible, the formation descent to FL100/10000ft at refuelling speed, avoiding high rates of descent.
- During the descent from FL100/10000ft until the final approach, the formation gradually reduces speed until 200kias
- The tanker will ask for an instrumental approach, if possible, straight-in type
- At 3NM or 500ft AGL the tanker performs a go-around/overshoot procedure and the receivers will reduce to landing speed and land.
In addition to this procedure, a visual run-in is often used where the aircraft instead of landing directly from the straight-in final will enter the initial point for an overhead pattern in formation with the tanker (which will be the last to land).
¶ GENERAL PROCEDURES - ROTARY WING
HAAR can be divided into four operational phases:
- RV (intercept/escort),
- Join-up,
- Contact/fuel transfer
- Post AAR.
Requisiti meteo
- The minimum visibility for a visual RV is 3NM.
- The minimum visibility for a Electronic RV is 1NM
- It is recommended that a vertical visibility of at least 1000ft from the base/top of a ceiling (broken/overcast) is maintained during a HAAR
- After a contact it is necessary to avoid flying into any kind of cloud.
RV procedures
The RV procedures provide the tanker with a means to switch from course conditions to a position of 1/2 NM in trail to the receiver ready to start join-up. The type of RV selected depends on the situation and is determined during mission planning.
Communications
During the initial call there will be the verification of the altimeter and the communication of any other variation from the initial brefing.
In the case of EMCON1 procedures, the tanker will take control of radio communications.
Arrival at ARCP
Both tankers and receivers should arrive on the ARCP at the scheduled time but if a deviation is necessary, the receivers may arrive earlier (not earlier than 1 minute) and the tankers later (no more than 1 minute).
Receivers
Receivers shall be stabilized at or below receiver height and at AAR speed no later than ARIP, or at a previously agreed position. The receivers will be at the join-up altitude no later than the ARCP. The altitude of join-up depends on whether the join-up is low or high.
- Receiver-Low Join. The Join-up altitude is 300ft below the tanker.
- Receiver-High Join. The Join-up altitude is 200ft above the tanker.
In both cases the receiver will arrive at the Join-up altitude no later than the ARCP.
Procedure Hot Armament.
To prevent accidental use of the armament during refuelling operations, receivers should verify through the appropriate checklists that the armament is safe before joining..
RV Airspeed.
Receivers must maintain 115 KIAS from IP to CP until the tanker passes through all receivers for all overtaking procedures (B, D, G and H if appropriate).
Tankers
- Before the RV
During the initial phase of the VR, standard interception procedures will be employed to ensure that the tanker intercepts the receiver's course. The tanker will complete the "astern checklist" in sufficient time to carry out an orderly RV procedure.
- Ingress Options
The tanker will stabilize at RV altitude no later than ARIP or within 5NM of the receiver. Two options for tanker input altitude are possible before RV:
- Entering at the AAR altitude. In case of entry at refueling altitude, if the tanker is not in sight within 1nm, the receiver must acquire a vertical separation of at least 500ft.
- Entering at the RV altitude. Depending on the type of join-up (high or low) the receiver will maintain at least 500ft above or below the AAR altitude until it has visually acquired the tanker.
¶ OPERATIONAL TECHNIQUE - ROTARY WING
¶ RV BRAVO (HEAD-ON)
The tanker approaches the receivers on the reciprocal of the refuelling track and makes a procedural turn behind the receiver(s). This RV differs from the Delta RV because the tanker is not offset to the route of the receiver(s). The tankers will stabilize at RV altitude before starting the RV and will not descend/climb to AAR altitude until they are in visual contact with the receivers.
There are two methods that can be used:
- The tanker must have equipment to measure the distance to the receivers
- The visual acquisition of the receivers is sufficient to perform the manoeuvre.
¶ METHOD 1
The Tanker Turn Distance is calculated on the basis of the table below from which the desired Trail distance is subtracted (at the completion of the turn).
Determine Turn Point Range (TPR). A turn started at a range calculated from the table below and will ensure that at the completion of the same the tanker is located across the receivers.
Determine Trail Distance. Before the RV, the distance determined for the tanker behind the receivers.
Modified Turn Distance. Distance calculated by subtracting the Trail distance from the TPR.
Turn Procedure
- At the calculated modified turn distance, The tanker turns 45° with a turning rate of 1/2 standard and maintains this track for 1 min and 15 sec.
- Subsequently, the tanker turns 225°, always maintaining 1/2 standard rate, proceeding on the bow of the receivers.
Decreasing Turn Range/Radius
- Divide the tanker turn range by 2 (always calculated using the table below) and then subtract the in-trail distance.
- Keep the track at 45° for 38 seconds instead of 1 minute and 15.
|
TURNING POINT RANGE (TPR) IN NM – 1/2 STANDARD RATE TURN |
|||||||||
|
TANKER TAS |
Helicopter TAS |
||||||||
|
80 |
90 |
100 |
110 |
120 |
130 |
140 |
150 |
||
|
160 |
10.4 |
11.1 |
11.8 |
12.5 |
13.2 |
13.9 |
14.6 |
15.3 |
|
|
170 |
10.7 |
11.4 |
12.1 |
12.8 |
13.5 |
14.2 |
14.9 |
15.6 |
|
|
180 |
11.0 |
11.7 |
12.4 |
13.1 |
13.8 |
14.5 |
15.2 |
15.9 |
|
|
190 |
11.3 |
12.0 |
12.7 |
13.4 |
14.1 |
14.8 |
15.5 |
16.2 |
|
|
200 |
11.6 |
12.3 |
13.0 |
13.7 |
14.4 |
15.1 |
15.8 |
16.5 |
|
|
210 |
11.9 |
12.6 |
13.3 |
14.0 |
14.7 |
15.4 |
16.1 |
16.8 |
|
|
220 |
12.2 |
12.9 |
13.6 |
14.3 |
15.0 |
15.7 |
16.4 |
17.1 |
|
|
230 |
12.5 |
13.2 |
13.9 |
14.6 |
15.3 |
16.0 |
16.7 |
17.4 |
|
|
240 |
12.8 |
13.5 |
14.2 |
14.9 |
15.6 |
16.3 |
17.0 |
17.7 |
|
|
250 |
13.1 |
13.8 |
14.5 |
15.2 |
15.9 |
16.6 |
17.3 |
18.0 |
|
|
260 |
13.4 |
14.1 |
14.8 |
15.5 |
16.2 |
16.9 |
17.6 |
18.3 |
|
|
270 |
13.7 |
14.4 |
15.1 |
15.8 |
16.5 |
17.2 |
17.9 |
18.6 |
|
|
280 |
14.0 |
14.7 |
15.4 |
16.1 |
16.8 |
17.5 |
18.2 |
18.9 |
|
¶ METODO 2
Completely "visual" method.
- The tanker reduces speed to 180 KIAS before being “abeam” of the receiver.
- As soon as the receiver is “abeam”, the tanker starts a 210° turn with standard rate and climb/descent at the AAR altitude.
- At the completion of the turn the tanker manoeuvres behind the receiver to start the Join-Up
¶ RV DELTA (HEAD-ON OFFEST)
Head-on offset RV is the most widely used procedure and can be performed electronically (minimum visibility of 1 NM) or visually (minimum visibility of 3 NM). The Tanker normally makes a left turn; However, if the situation dictates, right turns can be used.
- The tanker joins the receiver on the opposite heading of the HAAR track and at the AAR altitude, with a lateral offset distance between 2 and 5NM (The optimal distance is 3NM).
- As soon as the tanker passes abeam the receivers, approximately 3 minutes before the ARCT, a 180° turn begins to start the RV. The minimum distance behind the receiver (trail distance) once the turn is completed should be less than 2NM.
- To speed up the RV, the turn may have started when the receivers are at "10 o'clock". This is a "visual" manoeuvre and will result in a trail distance of less than 1/2 NM
- If the receivers have not been acquired visually before passing abeam the ARIP, the tanker must reverse course and perform the NO SHOW PROCEDURE (next chapter)
¶ RV ECHO (TANKER ORBIT)
This is the only RV procedure where the receiver manoeuvres to perform the RV
- The Tanker maintains its orbit at the predicted location by arriving on the ARCP at set intervals.
- The standard orbit consists of a pattern with a leg of 6NM (3 minutes) and a turn rate equal to half the standard rate. This causes an orbit to be completed every 10 minutes. Crews can still vary the geometry of the orbit as needed. In any case, tankers must arrive at the ARCP at the time (interval) established during the briefing starting at the ARCT. Non-standard orbits will be described as RV-ECHO 15, 20 etc. where the number identifies the range at which the tanker will arrive on the ARCP.
- An alternating orbit consists of a circular pattern obtained by maintaining a constant turn rate (normally 20°). This type of orbit means that the tanker maintains the AAR refueling speed and a useful configuration to speed up operations. The turning rate of the receivers will adjust to perform the RV.
- The receivers will maintain a vertical separation of 500ft until the tanker is in sight.
- Once the tanker is in sight, the receiver is allowed to join in the observation position on the left. Once the receiver has started joining, the tanker should maintain a constant turn rate until join-up is complete. Once the join-ip is complete, the tanker will proceed as planned.
¶ RV GOLF (EN-ROUTE)
The tanker approaches the receiver from behind in VISUAL mode (with minimum visibility of 3NM) or ELECTRONIC mode (minimum visibility of 1NM).
Tankers and receivers can arrive from different locations. The rest of the procedures are standard.
¶ RV HOTEL (RANDOM)
In this procedure there is no pre-established circuit or procedure. It is made in VMC as a method to facilitate the RV without losing sight of the receivers and the tanker pilot must maneuver to maintain constant visual contact.
- The tanker will stabilize at AAR altitude at least 5NM from receivers
- Receivers will confirm that they are at join-up altitude
- With receivers in sight, it will descend/ascend at AAR altitude, and manoeuvre up to 1/2 mile in trail to receivers to proceed to Join-up.
¶ NO-SHOWS
Receiver No-Shows.
If the receivers have not been visually acquired at ARIP, the tanker will decrease the speed to 180KIAS between the ARIP and the ARCP and proceed on the current track at the RV Altitude. At the ARCP it will adjust the speed as needed. The tanker must continue on the Refuelling route long enough for the receivers to be detected. Subsequent actions will depend on what was established at the briefing.
Tanker No-Shows.
If there has been no visual or frequency contact between the receiver and the tanker at the ARCP, the receiver must continue on the refuelling path at join-up altitude until it reaches the abort point or turn point.
Subsequent actions will depend on what was established at the briefing.
¶ JOIN-UP PROCEDURE
The RV procedures position THE TANKER for the Join-up. The join-up procedures allow the tanker to proceed from 1/2 NM in trail (at AAR altitude) to the leader position. The tanker must maintain a positive rate of closure to avoid delaying refuelling operations.
At a distance of 1/2 NM the tanker can (according to EMCON operations) notify the receiver with the call "ONE-HALF NM IN TRAIL" and reduce the speed to perform the Join-Up. When the nose of the tanker exceeds the "3 o’clock" of the receiver, this will be considered at the abeam position and will then declare VISUAL so as to pass the lead to the tanker. After that the receivers will move to the observation position (it can also be called echelon right as for the fighters)
Once assumed the position of leader, the tanker will take control and responsibility for navigation, avoidance of weather and position reports.
¶ CROSSOVER
The crossover manoeuvre has the scope of repositioning the receiver on the opposite side to the current one. It is performed by passing at least 50ft over the tanker stabilizer, this to avoid possible problems due to the wake turbulence of the refueler itself.
¶ CONTACT/FUEL TRANSFER
- We proceed as for the fixed wing (cleared astern – cleared contact – cleared disconnect etc.).
- Normally the observation position on the left will be assumed.
- Once disconnected, the tanker will maintain its current speed until the receiver has confirmed that it is "clear"”.
- In case of contacts with more than one receiver and / or simultaneous, the entry and exit procedures from the astern position are shown in the figure below. A possible crossover will be carried out only if the opposite side is free.
¶ POST AAR
- Upon completion of the refuelling of all elements, the helicopters will carry out a Formation element rejoin as planned..
- They will pass from the Observation position and come out with a left (or right) Echelon type formation and then descend to a different altitude.
- Both tankers and receivers will need to ensure adequate separation before undertaking any type of turn.
- Once the helicopters have exited the formation, the tanker will retract the refuelling tubes and accelerate to separate from the helicopter formation.
¶ PHRASEOLOGY
¶ RV ALPHA - PHASE WITH THE GCI
| PIL | SPIDER, DART01 | SINGLE SHIP EUROFIGHTER CHECKING IN |
| GCI | DART01, SPIDER | RADAR CONTACT [PROVIDING CLOSE POSITIVE CONTROL], TANKER BRAA 170 35 MILES LEVEL 180 TURNING SOUTH BOUND, THIS WILL BE RENDEZVOUS ALPHA [OR OTHER TYPE] TANKER FREQUENCY [TBD] MANTAIN FL170 |
| PIL | SPIDER, DART01 | ROGER THIS WILL BE RENEDEZVOUS ALPHA TANKER FREQUENCY […] MANTAINING FL170 |
| GCI | DART01, SPIDER | FLY HEADING …[VECTORING UNTIL TARGET], REPORT VISUAL |
| PIL | SPIDER, DART01 | VISUAL WITH TANKER |
| GCI | DART01, SPIDER | CONTACT BOOM… |
¶ RV BRAVO/CHARLIE – INITIAL CALL
| TNKR | DART01, BREUS26 | FOR RV (type), MY FL/ALTITUDE/HEIGHT, WHEN CLEARED YOUR FL/ALTITUDE/HEIGHT, SET AA TACAN (channel), MODE 3 (code), TIMING (if required), ALTIMETER SETTING (if not 1013.2mb) |
| RCVR | BREUS26,DART01 | READBACK (if appropriate, nose cold, switches safe) |
¶ RV BRAVO/CHARLIE – DIRECTION FINDER CALLS
| TNKR | DART01, BREUS26 | TRANSMIT FOR DR |
| RCVR | BREUS26, DART01 |
TRANSMITTING FOR DR |
|
After obtaining the relative bearing, the tanker will instruct the receiver aircraft to assume a certain heading to position the aircraft "head on". The relative bearing difference will normally be split between the two aircraft in order to reduce the offset gradually. In the example, the tanker and receiver are assumed to have 080 and 260 hdg respectively at the beginning of the procedure.  |
||
| TNKR | DART01, BREUS26 |
TURN LEFT HEADING 250 (At the same time the tanker will assume 070°) |
|
During the RV, it will be necessary to repeat the operation to obtain an increasingly precise head on approach. |
||
¶ PHASE WITH THE TANKER AFTER THE RV
| TNK | DART01, BREUS29 | CLEAR TO JOIN [ECHELON LEFT], CENTRAL HOSE IN USE CONFIRM NOSE COLD SWITCHES SAFE. |
| PIL | BREUS29, DART01 | CLEAR TO JOIN [ECHELON LEFT], CENTRAL HOSE IN USE, NOSE COLD SWITCHES SAFE |
| PIL | BREUS29, DART01 | ECHELON LEFT REQUEST CONTACT WET |
| THE RECEIVING AIRCRAFT ONCE IN THE ECHELON LEFT POSITION MAY BE ASKED FOR FURTHER INFORMATION SUCH AS: INTENTIONS AFTER REFUELING, FUEL REQUIRED, AIRCRAFT REGISTRATION NUMBER. | ||
| TNK | DART01, BREUS29 | CLEARED ASTERN CENTRAL |
| PIL | BREUS29, DART01 | ROGER, CLEARED ASTERN CENTRAL |
| PIL | BREUS29, DART01 | ASTERN CENTRAL |
¶ PROBE AND DROGUE
| TNK | DART01,BREUS29 | CLEARED CONTACT WET CENTRAL |
| PIL | BREUS29. DART01 | ROGER CLEARED CONTACT WET CENTRAL |
| PIL | BREUS29. DART01 | REFUELLING COMPLETED |
| TNK | DART01,BREUS29 | CLEARED TO DISCONNECT REPORT ASTERN CENTRAL |
| PIL | BREUS29. DART01 | ROGER. CLEARED TO DISCONNECT WILL REPORT ASTERN CENTRAL |
| PIL | BREUS29. DART01 | ASTERN CENTRAL |
| TNK | DART01,BREUS29 | CLEARED ECHELON RIGHT |
| PIL | BREUS29. DART01 | ROGER, CLEARED ECHELON RIGHT |
| PIL | BREUS29. DART01 | ECHELON RIGHT, READY TO LEAVE |
| TNK | DART01,BREUS29 | OFFLOAD 1000KG, CLEAR TO LEAVE [1000FT HIGHER], CONTACT SPIDER FREQUENCY […] |
¶ BOOM
| TNK | EAGLE01, BREUS29 | CLEARED CONTACT WET (o DRY) |
| PIL | BREUS29, EAGLE01 | ROGER CLEARED CONTACT WET |
| TNK | EAGLE01,BREUS29 | 30 FT …... 20 FT ….. 10 FT …....5 FT |
| PIL | BREUS29, EAGLE01 | CONTACT, |
| PIL | BREUS29, EAGLE01 | REFUELLING COMPLETED, REQUEST DISCONNECT |
| TNK | EAGLE01, BREUS29 | CLEARED TO DISCONNECT REPORT ASTERN |
| PIL | BREUS29, EAGLE01 | ROGER, CLEARED TO DISCONNECT, WILL REPORT ASTERN |
| PIL | BREUS29, EAGLE01 | ASTERN |
| TNK | DART01, BREUS29 | CLEARED ECHELON RIGHT |
| PIL | BREUS29, EAGLE01 | ROGER, CLEARED ECHELON RIGHT |
| PIL | BREUS29, EAGLE01 | ECHELON RIGHT READY TO LEAVE |
| TNK | EAGLE01, BREUS29 | OFFLOAD 1000 KGS CLEAR TO LEAVE [1000 FT HIGHER] CONTACT SPIDER FREQUENCY […] |
¶ AAR CARD (FIXED WING)
|
RV TYPE |
EMCON |
||||||||
|
AAR TIME |
END AAR |
||||||||
|
AR ENTRY POINT |
AR EXIT POINT |
||||||||
|
ANCHOR POINT |
ARIP |
||||||||
|
AAR PATTERN |
LNGHT: |
WIDTH: |
TURN: |
INB/OUTB COURSE: |
|||||
|
AAR TRK |
ALTN AAR TRK |
||||||||
|
ARCP |
ARCT |
||||||||
|
AAR ALT |
AAR SPD |
||||||||
|
AAR FREQ |
AA TAC CHAN |
||||||||
|
TANKER C/S |
|||||||||
|
RECEIVERS C/S |
|||||||||
|
OFFLOAD |
|||||||||
|
RECEIVERS C/S |
|||||||||
|
OFFLOAD |
|||||||||
|
AAR ABORT |
SPARE |
||||||||
|
RECEIVERS ALTN |
/ |
TANK ALTN |
/ |
||||||
|
AGENCIES |
|||||||||
|
NOTE |
|||||||||
|
[picture area] |
|||||||||
¶ AAR CARD (ROTATING WING)
|
RV TYPE |
EMCON |
||||||||
|
AAR TIME |
END AAR |
||||||||
|
AR ENTRY POINT |
AR EXIT POINT |
||||||||
|
ANCHOR POINT |
ARIP |
||||||||
|
AAR PATTERN |
LNGHT: |
WIDTH: |
DIR: |
||||||
|
TRAIL DST |
TRP |
MOD TURN DIST |
|||||||
|
AAR TRK |
ALTN AAR TRK |
||||||||
|
ARCP |
JOIN-UP ALT |
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|
ARCT |
HIGH/LOW |
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|
AAR ALT |
AAR SPD |
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|
AAR FREQ |
AA TAC CHAN |
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|
TANKER C/S |
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|
RECEIVERS C/S |
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|
OFFLOAD |
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|
RECEIVERS C/S |
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|
OFFLOAD |
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|
AAR ABORT |
SPARE |
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|
RECEIVERS ALTN |
/ |
TANK ALTN |
/ |
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|
AGENCIES |
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|
NOTE |
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|
[area picture] |
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