ATP-56(B)

Part 5, Annex ZA
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PART 5 – NATIONAL ANNEX

ANNEX ZA - USA

KC-135 STRATOTANKER
Subject Paragraph
Introduction 1ZA
Receiver Types Certified 2ZA
AAR Equipment 3ZA
AAR Equipment - Boom 3ZA a
Description 3ZA a (1)
Basic Operation 3ZA a (2)
Automatic Disconnect 3ZA a (3)
Boom Envelope 3ZA a (4)
Normal Disconnect 3ZA a (5)
Brute Force 3ZA a (6)
Inadvertent Brute Force Disconnect 3ZA a (6) (a)
Controlled Tension Brute Force Disconnect 3ZA a (6) (b)
AAR Boom Lighting 3ZA a (7)
Description 3ZA a (7) (a)
Basic Operation 3ZA a (7) (b)
Receiver Actions 3ZA a (7) (c)
Elevation 3ZA a (7) (c) (i)
Longitudinal Position 3ZA a (7) (c) (ii)
Visual References – Heavy Receivers 3ZA a (7) (c) (iii)
Radio Silent Procedures 3ZA a (7) (d)
Failure of PDLs to Illuminate 3ZA a (7) (e)
PDLs Fail to Illuminate When Making 3ZA a (7) (e) (i)
Contact
PDLs Fail During Contact 3ZA a (7) (e) (ii)
Flashing PDLs 3ZA a (7) (f)
Other Illumination 3ZA a (7) (g)
AAR Equipment – Boom Drogue Adapter (BDA) 3ZA b
Description 3ZA b (1)
Basic Operation 3ZA b (2)
Receiver Actions 3ZA b (3)
Fuel Transfer 3ZA b (4)
Fuel Transfer Failure 3ZA b (5)
Normal Disconnect 3ZA b (6)
Emergency Disconnect 3ZA b (7)
AAR Equipment Lighting - BDA 3ZA b (8)
Description 3ZA b (8) (a)
Radio Silent Procedures and Breakaway 3ZA b (8) (b)
AAR Equipment - Wingtip Mounted MRPS AAR Pods 3ZA c
Description 3ZA c (1)
Basic Operation 3ZA c (2)
Receiver Actions 3ZA c (3)
Receiver Too Close 3ZA c (4)
AAR Equipment Lighting - MPRS 3ZA c (5)
Description 3ZA c (5) (a)
Day AAR 3ZA c (5) (a) (i)

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Subject Paragraph
Night AAR 3ZA c (5) (a) (ii)
Pod Status Lights 3ZA c (5) (b)
Aircraft Lighting 3ZA d
Refuelling Heights and Speeds 4ZA
Boom and BDA 4ZA a
MPRS AAR 4ZA b
Maximum Transferable Fuel 5ZA
Fuel Transfer Rate 6ZA
Boom 6ZA a
BDA 6ZA b
MPRS 6ZA c
Regulated Fuel Pressure 7ZA
Fuel Types Available for AAR 8ZA
Primary Fuel 8ZA a
Alternate Fuels 8ZA b
Mark Facilities 9ZA
Tanker Dimensions 10ZA
RV Aids 11ZA
Source Documents 12ZA

1ZA Introduction The USAF has a large fleet of KC-135 Stratotankers with several variants in service;
the main differences are in fuel capacity and engine fit. A small number of KC-135s are fitted with a
receptacle to receive fuel from boom equipped tankers.

2ZA Receiver Types Certified Details of receiver technical clearances together with AAR speeds and
altitudes are published at Annex ZE. In addition, Annex ZE provides boom operators with receiver
information essential to achieving safe AAR operations. For non-US receiver aircraft, the publishing of
information in Annex ZE does not constitute an automatic authority to undertake refueling. However, see
paragraph 7Z g for details about authority to conduct AAR.

3ZA AAR Equipment There is one centreline mounted flyable boom for boom-type refuelling. The
boom can be modified to refuel probe-equipped aircraft by fitting a Boom Drogue Adapter (BDA); the
BDA can only be fitted/removed on the ground. Twenty aircraft can be fitted with two FRL Mk32B-753
wingtip mounted Multi-Point Refuelling System (MPRS) AAR pods.

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 which can be extended or retracted by the boom operator. The boom
is equipped with a Boom Interphone System which permits direct communication with suitably
equipped receivers.

(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 position.
(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.
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(e) The receiver then maintains its position within the boom operating envelope.

• The receiver will stabilise in the astern position and attain a zero rate of closure. If
the receiver fails to attain a 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 descend 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 provided the tankers system is operating in normal.

• Approaching boom limits at relatively high velocity can cause structural damage as a result
of an inability to disconnect due to binding action of the boom nozzle.

NOTE

• When the tankers air refueling system is in override, boom limit switches are inactive, the
boom operator must initiate disconnects before the receiver exceeds limits.

(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, disconnect will occur before the boom is damaged. The full boom envelope is
illustrated in Figures ZA-1-1 and 2 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, inadvertent,
and controlled tension (coordinated).
(a) Inadvertent Brute Force Disconnect An inadvertent brute force disconnect
is defined as any unplanned disconnect which is the result of one of the following:

(i) The receiver aircraft moves rapidly to the aft limit, causing mechanical
tanker/receiver separation.

(ii) Boom pullout occurs at 38 degrees elevation or below.

• Following an inadvertent brute force disconnect, AAR will be terminated except

during fuel emergencies or when continuation of AAR is dictated by operational
necessity.
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(b) Controlled Tension Brute Force Disconnect A controlled tension brute

force disconnect is defined as an intentional coordinated disconnect occurring above 38
degrees elevation, accomplished by gradual aft movement of the receiver aircraft
(approximately 1 foot per second) until the boom is fully extended, and ending with a
controlled tension boom pullout. Coordination between the receiver pilot and boom
operator is required to ensure as smooth a disconnect as possible. Following a controlled
tension disconnect, AAR may be continued with other receivers, provided the results of
the following checks are satisfactory:

(i) Operational check of the boom for binding or uncontrollability.

(ii) Test of the tanker signal coil.

• A controlled tension brute force disconnect will be accomplished only as a last resort,
after all other normal and emergency methods of disconnect have failed.

• AAR for the receiver that required a controlled tension disconnect will be terminated
except during fuel emergencies or when continuation of AAR is dictated by operational
necessity. If the receiver requires further AAR, the following actions must be
accomplished before attempting another contact:

(i) Visual inspection of the receiver receptacle area and AAR boom.

(ii) Operational check of the boom for binding or uncontrollability.

(iii) Test of the tanker signal coil.

(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 Annex ZA, Appendix 1, Figure ZA-1-1.

(b) Basic Operation The lights are 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.

(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 1 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 elevation. When the ideal elevation is
reached, the green light extinguishes and 2 parallel green bars illuminate.

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(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 illuminated letters F and A (forward and aft); see
Appendix 1 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 undersurface of
the tanker fuselage is provided for centreline reference. See Annex ZA, Appendix
5.
(iii) Visual References - Heavy Receivers Heavy receivers should refer to
Annex ZA, Appendix 5 for illustrations and descriptions of tanker visual
references.
(d) Radio Silent Procedures During radio silence, the PDLs can be used to give
positioning commands to direct a receiver into the boom contact position. A steady red
PDLs commands a large movement in the direction indicated, and a flashing red light
commands a small correction. The PDLs can also be extinguished to signal a request for
disconnect.
(e) Failure of PDLs to Illuminate
(i) PDLs Fail to Illuminate When Making Contact If the PDLs do not
illuminate when a receiver makes contact, the receiver pilot will inform the boom
operator if refuelling will continue. If refuelling is continued, verbal corrections
from the boom operator may be requested.
(ii) PDLs Fail During Contact If the PDLs go out during contact, the
receiver is to initiate a disconnect and return to the astern position. Subsequently,
if refuelling is continued, verbal corrections from the boom operator may be
requested.
(f) Flashing PDLs Flashing PDLs and the tanker lower strobe light on command a
breakaway. Receivers will follow procedures in Part 1, Chapter 4, Para 407.
(g) Other Illumination During night AAR, the AAR floodlight, and boom nozzle
light will also be used to illuminate the boom and receiver receptacle.
b. AAR Equipment – Boom Drogue Adapter (BDA)
(1) Description The BDA is 2.74 m (9 ft) of hose attached to the end of the telescoping
part of the boom by a swivelling coupling; the hose terminates in a hard, non-collapsible drogue.
The telescoping part of the boom is kept fully extended whilst the BDA is in use. The boom
will be trailed at the pre-determined boom elevation and azimuth settings for that particular
receiver type.
(2) Basic Operation The boom operator will hold the boom as motionless as possible, at
the proper trail position, from the time the receiver reaches astern until completion of refuelling.
The ideal astern position for the receiver is to be stabilized 1.52 m (5 ft) behind the drogue.
When cleared, the receiver moves forward to make contact; slight oscillations of the drogue are
normal, and can be expected in even ideal weather conditions. The boom operator will not
move the boom except to avoid striking the receiver airplane (the drogue is never “Locked
down”).
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• Simultaneous refuelling from the centreline BDA and wingtip mounted MPRS AAR
pod(s) is prohibited due to inadequate refuelling envelope clearance between receiver
aircraft.
(3) Receiver Actions Extreme caution is required when operating on the BDA because,
unlike hose drum systems, hose slack is not wound in. Contacts made with closure rates greater
than about 2 kts will cause the hose to whip, with a consequently high probability of probe
damage. 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 than one half hose
length. See Annex ZA, Appendix 2.
(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 not 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 backing,
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 stray away from the correct lateral
alignment.
NOTE
• As soon as the receiver is in a safe position, the boom operator will cycle the boom by
retracting to approximately 6.5 m (15 ft), then fully extending to signal "Ready for
contact". Failure to cycle the boom could prevent subsequent contacts.
(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 Lighting - BDA
(a) Description. The elevation background lights and letters (PDLs described above
in para 3ZA a (7)) will be on during BDA AAR, but will not be used to direct receiver
positioning; the PDLs do not provide correct positioning information during BDA
operations. During night AAR, the AAR floodlight, boom nozzle light, and boom marker
lights will also be used to illuminate the boom and BDA.
(b) Radio Silent Procedures and Breakaway. The elevation background lights
and letters are used during radio silence to signal a routine disconnect (lights going out),
or command a breakaway (flashing lights and tanker lower strobe light on).

c. AAR Equipment - Wingtip Mounted MPRS AAR Pods

(1) Description Some KC-135 aircraft are fitted with two FRL Mk32B-753 wingtip
mounted MPRS AAR pods. The pods trail a 22.5 m (74 ft) retractable hose with MA-4
coupling and collapsible paradrogue. The black hose is marked with a series of 0.3 m (1 ft) long
white markings and two 0.6 m (2 ft) wide orange bands. The range between the orange bands
corresponds with the green pod status lights indicating the fuel transfer position. Annex ZA,
Appendix 3 provides a visual description of the pod status lights and relates this to hose
position.
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(2) Basic Operation To start fuel flowing, the hose must be pushed in at least 1.5 m (5 ft),
indicated by the first orange band, whereupon a green pod status lights coming on.

(3) Receiver Actions Receiver pilots should remain within the ideal refuelling position;
this is with the hose extended between the two orange bands. The inner limit is 16.4 m (54 ft)
and the outer limit 21 m (69 ft). This provides a fore and aft range of movement of 4.6 m (15
ft). See Annex ZA, Appendix 3, Figure ZA-3-2 and Figure ZA-3-3.

(4) Receiver Too Close If the hose is pushed in too far, the amber pod status lights flash,
fuel ceases after the hose is pushed in to less than 15.2 m (50 ft). Fuel flow will start again as
the hose is pulled back out past 15.8 m (52 ft). Thus the receiver has a fore and aft range of
movement of 5.8 m (19 ft) during which fuel will flow. See Annex ZA, Appendix 3.

• The system can be used to refuel two receivers simultaneously if the receiver wingspan is
less than 68 ft. However, the boom operator will only clear one receiver at a time to move
from astern to the contact position.
• Simultaneous refuelling from the centreline BDA and wingtip mounted MPRS AAR pod(s)
is prohibited due to inadequate refuelling envelope clearance between receiver aircraft.

(5) AAR Equipment Lighting - Wingtip Mounted MPRS AAR Pods

(a) Description. Drogue lighting is provided by lights attached to four drogue ribs.
Reflective tape is also affixed to both sides of each drogue rib and the outer ring. In
addition to the drogue lighting, the following lights will be set by the boom operator; the
receiver pilot can request intensity adjustments to lights as desired.

(i) Day AAR For day AAR, the pod status lights and pod floodlights should
be turned on full bright.

(ii) Night AAR In addition to the day AAR lights, the underbody, underwing,
nacelle illumination lights, pod illumination, horizontal stabilizer, and outboard
nacelle illumination lights will be set to on/full bright for night AAR; they may be
adjusted as requested by the receiver pilot. The AAR floodlight may also be used
as desired. (Also see details of aircraft lighting in para 4ZA d.)

(b) Pod Status Lights Three pairs of the lights (red, amber, and green) are located
on opposite sides of the rear fairing of each pod. These lights inform the receiver pilot of
the current mode/status of the pod. The lighting sequence is listed in Annex ZA,
Appendix 3 Figure 2A-3-3.

d. Aircraft Lighting Aircraft undersurfaces are illuminated by a comprehensive array of lights,

many of which are adjustable for brilliance upon request (see Annex ZA, Appendix 4, Figure ZA-4-
1). The initial setting for underbody and underwing lights will be on/full bright during all types of
refuelling day or night. 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.
4ZA Refuelling Heights and Speeds

a. AAR RV Speed The standard KC-135 tanker orbit speed is 275 KIAS or 0.78M, whichever
is lower.

(1) The tanker will normally adjust to AAR speed when rolled out towards the RVCP.

(2) In the case of the A-10, fly orbit at 220 KIAS or the tanker’s charted holding speed,
whichever is the higher, and plan to roll out ½ NM in front of the receiver.
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b. Boom and BDA AAR Boom and BDA AAR height band is sea level to heights in excess of
30,000 ft; speed range is 200 to 320 KIAS.

c. MPRS AAR Wingtip mounted MPRS AAR pods height band for AAR is 5,000 to 35,000 ft;
speed range is 220 to 300 KIAS

5ZA Maximum Transferable Fuel Total fuel load varies from 84,870 kg (187,000 lb) for the KC-
135E to 92,060 kg (203,000 lb) for the KC-135R (CFM 56 engines). Maximum fuel available for offload
on a four hour sortie is approximately 54,430 kg (120,000 lb) for a KC-135E or 61,280 kg (135,000 lb) for
a KC-135R.

6ZA Fuel Transfer Rate The tanker can transfer fuel at the following rates:

a. Boom Exceeding 2722 kg/min (6000 lb/min) through the boom.

b. BDA Exceeding 1270 kg/min (2800 lb/min) through the BDA.

c. MPRS Exceeding1216 kg/min (2680 lb/min) through the wingtip mounted MPRS AAR pods.

7ZA Regulated Fuel Pressure Fuel is delivered to the receiver at the regulated pressure of 3.5 ± 0.35
bars (50 ± 5 psi).

8ZA Fuel Types Available for AAR

a. Primary Fuel The primary fuel is F34 (JP-8).

b. Alternate Fuels The alternative fuels are F35 (Jet A-1), F40 (JP-4) and F44 (JP-5).

9ZA 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.

10ZA Tanker Dimensions The KC-135 is 39 m (128 ft) long with a wingspan of 40 m (130 ft).
11ZA RV Aids The KC-135 has the following radio, navigation and RV aids:
a. UHF, VHF, HF, and SATCOM (some aircraft) radios.
b. VOR, TACAN, INS, GPS, and search/weather radar.
c. A/A TACAN (DME only), TCAS, IFF.
12ZA List of Source Documents
T.O. 1C-135(K)-1
T.O. 1C-135(K)E(I)-1
T.O. 1C-135(K)R(I)-1
T.O. 1C-135(K)(I)-1
T.O. 1C-135(K)R(II)-1
List of Appendices

Appendix Subject
Appendix ZA-1 Boom
Appendix ZA-2 BDA
Appendix ZA-3 MPRS
Appendix ZA-4 Exterior Lighting
Appendix ZA-5 Refuelling - Visual References
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 ATP-56(B)
Part 5, Annex ZA, Appendix 1
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PART 5 – NATIONAL ANNEX

ANNEX ZA, APPENDIX 1 - USA

KC-135 STRATOTANKER - BOOM

Figure ZA-1-1 - KC-135 Pilot Director Lights Illumination Profile and Boom Limits

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Part 5, Annex ZA, Appendix 1
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Figure ZA-1-2 - KC-135 Boom Limits

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Part 5, Annex ZA, Appendix 2
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PART 5 – NATIONAL ANNEX

ANNEX ZA, APPENDIX 2 - USA

KC-135 STRATOTANKER - BOOM DROGUE ADAPTER

(BDA)
Figure ZA-2-1 – BDA

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INTENTIONALLY BLANK

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PART 5 – NATIONAL ANNEX

ANNEX ZA, APPENDIX 3 - USA

KC-135 MPRS POD STATUS LIGHTS

Figure ZA-3-1 – KC-135 MPRS Pod Status Lights

LIGHTS

RED

AMBER

GREEN

LIGHTS FUNCTION
RED (2) Light is on steady when power is on and hose is stowed and when the hose is deploying or being
rewound using the REWIND/TRAIL switch on the pod control panel. Steady red light indicates to
receiver the pod system is not ready to transfer fuel. Flashing indicates the need to immediate
disconnect and separation. Comes on flashing when emergency breakaway switch on boom telescope
lever is pressed; goes off after approximately 10 seconds or if emergency breakaway switch is pressed
while lights are flashing.
AMBER (2) When light is on steady, indicates to receiver that hose is fully extended and refueling system is ready
for contact. Light flashes when hose is pushed in so deployed hose length is less than 51 feet and
goes off when deployed hose length is more than 54 feet, when hose is pulled-out. Light is also on
flashing when supplemental hose response is active.
GREEN (2) Indicates to receiver that fuel transfer (greater than 50 gpm) is occurring. Lights are on when hose is
deployed greater than 52 ft (but less than 69 ft), when the hose is pulled out. Lights are off when hose
is pushed-in and less than 50 ft of hose is deployed or while supplemental hose response is active.

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Figure ZA-3-2 – KC-135 MPRS Hose Markings/Pod Status Lights

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Figure ZA-3-3 – KC-135 MPRS Pod Status Lights

Receiver Position Lights Meaning

Steady Red Pod not ready, do not make
Before contact: contact
Steady Amber Ready for contact
Steady Green Fuel flows
All lights out (receiver in Offload complete/dry
In Contact: fuel transfer position) contact
Flashing Amber Forward limit, drawback
Steady Amber Aft limit
All 3 lights out Disconnect
Anytime:
Flashing Red Breakaway

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Figure ZA-3-4 – KC-135 Hose and Drogue – In-Flight Positioning

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Part 5, Annex ZA, Appendix 4
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PART 5 – NATIONAL ANNEX

ANNEX ZA, APPENDIX 4 - USA
KC-135 STRATOTANKER - EXTERIOR LIGHTING
Figure ZA-4-1 – KC-135 Exterior Lighting

1 NOSE LANDING AND TAXI LIGHT (WHITE) *9 [MPRS] HORIZONTAL STABILIZER ILLUMINATION
LIGHTS (2) (WHITE)
*2 NACELLE ILLUMINATION LIGHT (TYPICAL) *10UNDERWING ILLUMINATION LIGHT (TYPICAL) (WHITE)
(WHITE
3 TAXI LIGHT (WHITE) 11 STROBE LIGHTS (2) (RED OR WHITE)
4 LANDING LIGHT (FIXED) (WHITE) *12 UNDERBODY ILLUMINATION LIGHT (TYPICAL) (WHITE)
*5 [MPRS] POD ILLUMINATION LIGHTS (2) (WHITE) 13 TERRAIN LIGHT (RETRACTABLE) (WHITE)
*6 NAVIGATION LIGHT (LEFT-RED, RIGHT-GREEN, *14 RECEIVER PILOT DIRECTOR LIGHTS (WHITE, RED,
REAR - RED AND WHITE) GREEN)
*7 [MPRS] OUTBOARD NACELLE ILLUMINATION 15 BOOM MARKER LIGHTS (FLUORESCENT)
LIGHTS (2) (WHITE)
*8 FIN TIP AERIAL REFUELING FLOODLIGHT *16 BOOM NOZZLE LIGHT(S) (WHITE)
(WHITE)
* Designates Adjustable Lighting

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INTENTIONALLY BLANK

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PART 5 – NATIONAL ANNEX

ANNEX ZA, APPENDIX 5 - USA

KC-135 STRATOTANKER AAR - VISUAL REFERENCES

1ZA-5 Refuelling Position - Visual References When moving forward from the astern position to
the contact position, the visual references used by heavy aircraft receiver pilots permit them to position their
aircraft so that they remain within the tanker’s AAR envelop. The following paragraphs provide guidance to
help pilots achieve the correct position.

2ZA-5 Position - Elevation Determination of correct elevation is best achieved by comparing the
alignment of the lower UHF antenna with the white line painted on the lower fuselage of the tanker. This
antenna is easily seen on Block 30 KC-135 aircraft, but may be hidden by the significantly larger Block 40
VHF Data Link (VDL) antenna installed between the UHF antenna and the white line.

a. Vertical Visual References – Heavy Aircraft Receivers

(1) Upper Limit The upper limit is reached when the UHF antenna moves through the white
line changing the inverted “T” to a “t”. In addition, there will be more sky visible above the
tanker’s wing to the top of the receiver pilot’s window.

(2) Lower Limit When the lower limit is reached, there will be gap between the white line
and the tip of the UHF antenna. This gap will be approximate one third of the length of the
antenna.

Figure ZA-5-1. Lower UHF Vertical Visual Reference

Contact Position – Pre-Block 40 - Lower UHF Inverted T

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Part 5 ZA-5-1 May 08

ATP-56(B)
Part 5, Annex ZA, Appendix 5
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Figure ZA-5-2. Upper and Lower Limits - Lower UHF Reference

UPPER LIMIT- 22° LOWER LIMIT- 38°

You’ll See… You’ll See…

Upper Limit Lower Limit

b. Vertical Visual Reference (Block 40) – Heavy Aircraft Receivers

(1) Lower UHF Antenna When receiving fuel from Block 40 aircraft, receiver pilots must
exercise caution to ensure that they do not mistakenly attempt to create an inverted “T” using the
VDL antenna instead of the UHF antenna. Moving two degrees left or right will allow the
receiver pilot to distinguish the lower UHF antenna, and use normal references.

(2) Alternative Reference – VDL Antenna When AAR position is determined by

reference to the VDL antenna, the correct vertical position is achieved when the receiver pilot
aligns the tip of the VDL antenna with an imaginary line drawn between the top of “D” and the
top of the “F” of the Pilot Director Lights.

Figure ZA-5-3. Block 40 Vertical Visual Reference

VDL AAR REFERENCE TECHNIQUE

AAR Reference Line

VDL Antenna

Tip of VDL Antenna

Lined up w/ “D & F”

Block 40 - Contact

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Part 5 ZA-5-2 May 08