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center of gravity condition during refueling. Selective
refueling of the fuselage or all fuel tanks is provided on
the REFUEL PROBE switch with the probe extended.
In the FUSEXTD position, normal fuel transfer and
feed is unaltered. This position is used for practice plugins,
fuselage only refueling, or return flight with a damaged
air-refueling probe. The ALL/EXTD shuts off
wing and external tank transfer to permit the refueling
of all tanks. The REFUELING PROBE switch circuit
uses essential dc No. 2 power to control operation of the
probe actuatort hrough redundant-extends olenoids and
a single-retract solenoid.
9.1.2 In-Flight Refueling Checklist. The inflight
refueling checklist shall be completed before
plug-in.
1. RDR switch - STBY.
2. Arming switches - SAFE.
3. DUMP switch - OFF.
4. AIR SOURCE pushbutton - L ENG.
5. REFUEL PROBE switch - As Desired (transition
light OFF).
6. Wing sweep switch - MAN/wing-sweep angle
- As Desired.
7. Visors - Recommended Down.
To prevent fuel fumes from entering the
cockpit through the environmental control
system (ECS) because of possible fuel spills
during in-flight refueling, select AIR
SOURCE pushbutton L ENG.
9.1.3 In-Flight Refueling Techniques
Note
The following procedures, as applied to
tanker operation, refer to single-drogue
tanker only.
Refueling altitudes and airspeeds are dictated by receiver
and/or tanker characteristics and operational
needs, consistent with the tanker’s performance and refueling
capabilities. This covers a practical spectrum
fmmthedeckto35,OOO feet, 170 to300knots,andwingsweep
angles of 20” to 68”. Optimum airspeed and
wing-sweep position is 240 knots and approximately
40” wing sweep. This configuration increases aircraA
angle of attack enough to lower the receiver’s vertical
tails below the tanker’sj etwash and decreasebso w wave
effect. SAS-off tanking can most easily be performed
at 200 KCAS with 40” of wing sweep.
9.1.3.1 Approach. Once cleared to commence an
approach and with refueling checklists completed, assume
a position 5 to 10 feet in trail of the drogue with
the refueling probe in line in both the horizontal and
vertical reference planes. Trim the aircraft in this
9-l ORIGINAL
NAVAIR 01 -Fl4AAD-1
stabilized approach position and ensure that the tanker’s
(amber) ready light is illuminated before attempting an
approach. Select a reference point on the tanker as a
primary alignment guide during the approach phase;
secondarily, rely on peripheral vision of the drogue and
hose and supplementary remarks by the RIO. Increase
power to establish an optimum 3- to 5-knot closure rate
on the drogue. It must be emphasized that an excessive
closure rate will cause a violent hose whip following
contact and/or will increase the danger of structural
damage to the aircraft; too slow a closure rate results in
the pilot fencing with the drogue as it oscillates in close
proximity to the aircraft nose. During the final phase of
the approach, the drogue has a tendency to move slightly
upward and to the right as it passes the nose of the
receivera ircraft becauseo f the aircraft-droguea irstream
interaction. Small corrections in the approach phase are
acceptable. However, if alignment is off in the final
phase, it is best to immediately return to the initial approach
position and commence another approach, compensating
for previous misalignments by adjusting the
reference point selected on the tanker. Small lateral corrections
with a “shoulder probe” are made with the
rudder, and vertical corrections with the horizontal stabilizer.
Avoid any corrections about the longitudinal axis
since they cause probe displacement in both the lateral
and vertical reference planes.
9.1.3.2 Missed Approach. If the receiver probe
passes forward of the drogue basket without making
contact, a missed approach should be initiated immediately.
Also, if the probe impinges on the canopy-lined
rim of the basket and tips it, a missed approach should
be initiated. Realization of this situation can be readily
ascertainedt hrough the RIO. A misseda pproachi s executed
by reducing power and backing to the rear at an
opening rate commensurate with the optimum 3- to Sknot
closure rate made on an approach. By continuing
anapproachpastthebasketa, pilotmighthooktheprobe
over the hose and/or permit the drogue to contact the
receiver aircraft fuselage. Either of the two aforementioned
hazards require more skill to calmly unravel the
　
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