79ce95a9 5056 A318 A83f426857b0b89f

ATP 3.3.4.
2(B)
AIR-TO-AIR REFUELLING
(ATP-56(B))
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ATP 3.3.4.2(B) (ATP-56(B))
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ATP 3.3.4.2(B)
AIR TO AIR REFUELLING
(ATP-56(B))
22 JANUARY 2010
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NORTH ATLANTIC TREATY ORGANISATION
NATO STANDARDIZATION AGENCY (NSA)
NATO LETTER OF PROMULGATION
22 January 2010
1. ATP-3.3.4.2(B) (ATP-56(B» Change 2 - AIR TO AIR REFUELLING is a NATO

Publication RELEASABLE BY INTERNET. The aglreement of NATO nations to use this
publication is recorded in STANAG 3971.
st
2. ATP-3.3.4.2(B) (ATP-56(B» Change 2 is effective on 1 February 2010. It
supersedes ATP-56(B) which shall be destroyed in accordance with the local
procedure for the destruction of documents.
3. Part 5 of ATP-3.3.4.2(B) (ATP-56(B» will be issued for the recording of factual

and informative matters not subject to national ratification. Changes to this part will be
incorporated as editorial changes, when required.
Vi Admiral ESP(N)
Dill'i ctor, NATO Standardization Agency
iii Change 2
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RECORD OF RESERVATIONS BY NATIONS
Part No RECORD OF RESERVATIONS BY NATIONS

1 None
2 USA
3 None
4 None
5 None
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SPECIFIC NATIONAL RESERVATIONS
NATION RESERVATION
USA Part 2 Annex 1B - RV Bravo and Part 2 Annex 1C -
RV Charlie will not be trained or executed by USAF
aircraft. USA-USAF.
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v Change 2
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RECORD OF CHANGES
DATE EFFECTIVE BY WHOM

CHANGE CHANGE DATE
ENTERED DATE ENTERED
1 19 Nov 08 19 Nov 08 14 Dec 08 Custodian
2 22 Jan 10 22 Jan 10 1 Feb 10 Custodian
Summary of Change 2
1. Change 2 summarised below:
Incorporates Part 3 – Rotary AAR Procedures.
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ATP 3.3.4.2(B) (ATP-56(B))
AIR TO AIR REFUELLING

TABLE OF CONTENTS
Subject Page Or Paragraph
Preliminaries
USA Only Cover
Title Page Page i
NSA Letter of Promulgation Page iii
Record of Reservations by Nations Page iv
Specific National Reservations Page v
Record of Changes Page vi
Table of Contents Page vii to xiii
Preliminaries Preliminaries (USA Only) - List of Effective Pages Page xiv
LEP
PART 1 – GENERAL PROCEDURES

Chapter 1 Introduction
Origin Para 101
Aim Para 102
Scope Para 103
Applicability of Limitations Para 104
Application Para 105
Definitions, Terms and Phraseology Para 106
Additional Information Para 107
AAR Objectives Para 108
Combined AAR Operations Para 109
Annex 1A Lexicon
Part 1 Lexicon – Acronyms and Abbreviations Page 1A-1
Part 2 Lexicon – Terms and Definitions Page 1A-2 to 1A-14
Chapter 2 Employment Considerations And Principles

Peacetime Para 201
Combat Operations Para 202
AAR Tasking Para 203
Chapter 3 Refuelling Equipment

Introduction Para 301
Probe and Drogue Para 302
Boom Para 303
Boom Drogue Adapter Para 304
Fuel Flow Rates and Pressures Para 305
Tanker Reference Markings Para 306
Tanker Lighting Para 307
Part 1 LEP Part 1 - List of Effective Pages LEP 1
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PART 2 – FIXED WING PROCEDURES

Chapter 1 Rendezvous Procedures
General Procedures Para 102
Visual Acquisition of Tanker Para 103
Rendezvous Overrun Para 104
Joining - Probe and Drogue Tankers Para 105
Refuelling – Probe and Drogue Para 106
Joining – Boom Tankers Para 107
Refuelling – Boom Para 108
Refuelling – BDA Para 109
Leaving Para 110
Types of RV Para 111
Equipment Unserviceabilities Para 112
Annex 1A RV Alpha (Anchor)

Introduction Para 101A
Procedure Para 102A
Control Para 103A
Anchor Pattern Para 104A
Alternate Anchor Pattern Para 105A
Annex 1B RV Bravo
Introduction Para 101B
Procedure Para 102B
Control Para 103B
Annex 1C RV Charlie
Introduction Para 101C
Procedure Para 102C
Control Para 103C
Annex 1D RV Delta (Point Parallel)

Introduction Para 101D
Procedure Para 102D
Overtake RV Delta (Point Parallel) Para 103D
Modified RV Delta (Point Parallel). Para 104D
Annex 1E RV Echo (Timing)

Introduction Para 101E
Procedure Para 102E
Aids Employed to RV Para 103E
Annex 1F RV Foxtrot (Sequenced)

Introduction Para 101F
Accompanied Departure / Buddy Climb Para 102F
Accompanied Departure / Buddy Climb - Planning Para 103F
Considerations
Accompanied Departure / Buddy Climb - Implementation Para 104F
Tailchase Departure Para 105F
Tailchase Departure - Planning Considerations Para 106F
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Tailchase Departure – Establishing RVIP Para 107F

Tailchase Departure - Implementation Para 108F
Receivers Depart Before Tanker Para 109F
Annex 1G RV Golf (En-Route)

Introduction Para 101G
Basic Procedure Para 102G
Variations in EMCON 2 to Basic Procedure Para 103G
Specific Procedures in EMCON 4 Para 104G
Chapter 2 Formation Procedures - General

Flight Safety Para 202
Formation Control Para 203
Wingman/Receiver Responsibilities Para 204
Airspeeds and Altitudes Para 205
Weather/Visibility Para 206
Single Tanker Formations Para 207
Detailed Formation Procedures Para 208
Annex 2A Multi-Tanker Formation Procedures

Multi-Tanker Formation - Echelon Procedures Para 201A
Formation in Visual Meteorological Conditions (VMC) Para 202A
Formation in Instrument Meteorological Conditions Para 203A
(IMC) - Standard Separated Formation
Tanker Lead Change Para 204A
Multi-Tanker Formation Procedures Para 205A
Annex 2B Force Extension Procedures

AAR Deployments (Force Extension Procedures) Para 201B
Use of AAR for Force Extension Para 202B
Force Extension Procedures Para 203C
Annex 2C Tanker Snake/Formation Climb Guide

Tanker Snake/Formation Climb Guide Page 2C-1 to 2C-3
Annex 2D AAR Formation Procedures – Heavy Aircraft

AAR Formation Procedures – Heavy Aircraft Para 201D
AAR Formation Procedures To Be Used By USAF Para 201D
Heavy Receivers
Annex 2E Receiver Station Keeping Equipment (SKE) -

AAR Procedures
Introduction Para 201E
Pre-Flight Briefing Para 202E
Formation Size and Dimensions Para 203E
Rendezvous Para 204E
Positive Separation Para 205E
Unplanned Turns Para 206E
Separation Criteria Para 207E
Turns Greater than 90 Degrees Para 208E
Formation Irregularities Para 209E
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Tanker Echelon Para 210E

Conditions for 180 Degree Turns Para 211E
Formation Post Roll-Out Para 212E
Post AAR Para 213E
Emergency Separation Para 214E
Typical SKE Formations Para 215E
Annex 2F Quick Flow Procedures

Quick Flow Procedure (QF) (Boom Only) Para 201F
Annex 2G KC-130 AAR Formation Procedures

Introduction Para 201G
Multi-Tanker Rendezvous Procedures Para 202G
Multi-Tanker Formation Procedures Para 203G
Communication Procedures Para 204G
Procedures During IMC Para 205G
Chapter 3 Accompanied Let Down Procedures

General Para 301
Criteria Para 302
Considerations Para 303
Standard Accompanied Let Down Para 304
Chapter 4 Safety Procedures

Rendezvous Para 402
Joining – Safety Considerations Para 403
Refuelling Para 404
Options to Reduce the Likelihood of Employing Loss of Para 405
Visual Contact (Wingman) Procedures
Loss of Visual Contact (Lost Wingman) – Receivers on Para 406
Tanker Wing in Single Tanker Formation
Loss of Visual Contact (Lost Wingman) - Multi-Tanker Para 407
Formation
Breakaway Para 408
Loss of Visual Contact – Receiver(s) in Contact or Para 409
Astern, or Astern Following a Breakaway
Leaving Para 410
Aircraft Malfunction Para 411
Wake Turbulence Para 412
Fuel Dump Para 413
Hose Jettison Para 414
Radar and Weapons Para 415
Chapter 5 Communications
Security Para 501
Communications in Multi-Tanker Formations Para 502
HF Transmission Restrictions Para 503
IFF/SIF Para 504
Search and Rescue (SAR) Aircraft Para 505
AAR Radio Procedures Para 506
Verbal Communication – Boom AAR Only Para 507
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Boom Envelope Demonstrations. Para 508

Manual and Emergency Boom Latching Para 509
Fuel Transferred Para 510
Loss of Radio Contact Para 511
Emission Control Procedures Para 512
Radio Silent Procedures Para 513
Breakaway During Silent Procedures Para 514
Annex 5A Emission Control

Emission Control (EMCON) Options – Communications Page 5A-1
Criteria
Emission Control (EMCON) Options - Communications Page 5A-2
EMCON Options - Emitters Page 5A-3
Annex 5B Communication Procedures

Communication Procedures Page 5B-1 to 5B2
Annex 5C Radio Silent Procedures

Radio Silent Procedures – Probe and Drogue Page 5C-1
Radio Silent Procedures – Aldis-Equipped Probe and Page 5C-3
Drogue
Radio Silent Procedures – Boom Page 5C-5
PART 3 – ROTARY WING PROCEDURES

Chapter 1 Planning and Briefing Considerations - HAAR
Planning Considerations Para 102
Tanker/Receiver Briefing Card Para 103
Chapter 2 General Procedures - HAAR

General Para 201
Weather Requirements Para 202
RV Procedures Para 203
Join-up Procedures Para 204
Crossover Para 205
Contact/Fuel Transfer Para 206
Receiver Disconnect Para 207
AAR with One Tanker/Two or More Receivers Para 208
Multiple Dry Contacts (Training) Para 209
Completion of AAR Para 210
En Route/Escort Procedures Para 211
On-Call (Unplanned) HAAR Para 212
RV from a Ground Laager Para 213
No-Shows Para 214
Types of RV Para 215
Annex 2A RV Alpha
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Annex 2B RV Bravo (Head-On)

Head-On RV Para 201B
Equipment Requirement Para 202B
Method 1 Procedures Para 203B
Method 2 Procedures Para 204B
Annex 2C RV Charlie
Annex 2D RV Delta (Head-On Offset)

Head-On Offset RV Para 201D
Annex 2E RV Echo (Tanker Orbit)

Tanker Orbit RV (VMC Only) Para 201E
Annex 2F RV Foxtrot
Annex 2G RV Golf (En Route)

En Route (Overtaking) RV Para 201G
Annex 2H RV Hotel (Random)

Random RV Para 210H
Chapter 3 Formation Procedures - HAAR

HAAR Formation Options Para 301
HAAR Formation Option 1 Para 302
HAAR Formation Option 2 (Trail) Para 303
Spare Tanker Position Para 304
Transition to Spare Tanker Para 305
Completion of Refuelling Para 306
Chapter 4 Safety Procedures - HAAR

Unaided HAAR (Non-NVG) Para 402
Aided HAAR (NVG) Para 403
Joining – Safety Considerations Para 404
Lost Contact Procedures Para 405
Abort Procedures Para 406
Aircraft Malfunctions Para 407
Breakaway Procedures Para 408
Reduced Receiver Flight Performance Para 409
Lighting Para 410
Chapter 5 Communications - HAAR

Security Para 510
Communications in Multi-Tanker Formation Para 502
Minimum Communication Requirement Para 503
Monitoring Guard Para 504
Refuelling Frequency Assignments Para 505
Standard HAAR Terminology Para 506
EMCON Emitter Procedure Para 507
EMCON Communication Procedures Para 508
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Escort Operations Para 509

Radio Silent Para 510
Annex 5A EMCON - HAAR
PART 4 – TILT ROTOR PROCEDURES

To Be Issued
PART 5 – NATIONAL AND ORGANISATIONAL ANNEXES

See Part 5 For Detailed List
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LIST OF EFFECTIVE PAGES FOR PRELIMINARIES
PAGE NUMBERS EFFECTIVE PAGES
Cover – Reverse Blank Change 2

i to xiv Change 2
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ATP-56(B)
Part 1 Chapter 1
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CHAPTER 1
Introduction
101 Origin. Many NATO air and maritime air forces have the capability to conduct air-to-air
refuelling (AAR) operations. Although detailed procedures are dependent on aircraft type, mode of
employment and national requirements, there is sufficient commonality for NATO Standard Procedures
to be developed to enhance operational interoperability.
102 Aim. The aim of this publication is to provide a reference document covering procedures,
national AAR equipment and AAR capable aircraft. This will:
a. Provide guidance for NATO and national commanders and staff in order to promote the
effective employment of AAR in NATO air operations.
b. Lead to a better understanding of national AAR capabilities amongst NATO forces.
c. Promote mutual AAR support amongst suitably equipped NATO forces.
d. Promote the development of mutual AAR tactics and procedures.
103 Scope. This document will address the modes of employment of AAR, the commonality of
equipment and identify areas where NATO standardization is practicable. Annexes covering specific
national procedures have been incorporated where necessary.
104 Applicability of Limitations. Where limitations are specified in Part 1 to 4 of this document,
these are to be considered the baseline for operations between tanker and receiver aircraft from different
nations.
a. Tanker Restrictions. In all cases the appropriate National Annex for the participating
nation’s tanker is to be consulted to identify if more restrictive limitations apply for the
tanker/receiver combination.
b. Receiver National Limitations. Receiver and/or tanker national limitations take

precedence over less restrictive limitations published in Parts 1, 2, 3 or 4 of ATP-56 or the
participating tanker’s national annex. Additionally, when working with other nations, the most
restrictive of the participant’s national limits or those published in ATP-56 will apply. It is the
responsibility of participants to bring such restrictions to the attention of the other party, either
through pre-mission contact or verbally prior to commencing AAR.
c. Tanker/Receiver AAR from Same Nation. Nations may publish less restrictive criteria
for their own aircraft when operating together.
105 Application. The planning for and employment of AAR should be based on the principles and
procedures contained in this document.
106 Definitions, Terms and Phraseology. Definitions, terms and phraseology are listed in the
ATP-56 Lexicon at Part 1 Annex 1A. Additional national terms and definitions are contained in the
corresponding National Annex.
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a. Warnings, Cautions and Notes. The following definitions and symbols apply to
warnings, cautions and notes found throughout ATP-56.
An operating procedure, practice or condition that may result in

injury or death if not carefully observed or followed.
An operating procedure, practice or condition that may result in

damage to equipment if not carefully observed or followed.
NOTE
An operating procedure, practice or condition that is essential to

emphasise.
107 Additional Information. Additional information on the detailed employment of AAR is

contained in:
a. ATP-34 - Tactical Air Support of Maritime Operations (TASMO) or Joint Maritime

Operations.
b. AIRN Manual 80-6.
108 AAR Objectives. The objective of AAR operations is to enhance combat effectiveness by
extending the range, payload or endurance of receiver aircraft. Successful AAR depends on 3 major
factors:
a. Equipment Compatibility. It is essential that aircraft requiring AAR are fitted with
probes/receptacles and fuel systems compatible with the characteristics of the tanker aircraft
employed, eg drogue/boom system, fuel surge pressures, fuel type etc.
b. Performance Compatibility. It is essential for tanker and receiver aircraft performance to

be compatible in terms of AAR speeds and altitudes.
c. Procedural Compatibility. It is essential for tankers and receivers to employ pre-planned

and compatible procedures for rendezvous, making contact, fuel transfer and departure.
109 Combined AAR Operations. Within the constraints of national procedures and equipment
characteristics, it is highly desirable that all NATO receivers are able to conduct AAR operations with all
NATO tankers on both a pre-planned and/or opportunity basis.
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Part 1 Annex1A
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PART 1 ANNEX 1A
Lexicon Part 1 – Acronyms and Abbreviations

The Lexicon contains abbreviations relevant to ATP-56 and is not meant to be exhaustive. The definitive
and more comprehensive list is in AAP-15.
AAR Air-to-Air Refuelling

AARA AAR Area
AARC AAR Controller
AREP AAR Entry Point
ATO Air Tasking Order
ATC Air Traffic Control
ALTRV Altitude Reservation
AOB Angle of Bank
AVANA Approval Void if Aircraft Not Airborne
BDA Boom Drogue Adapter
EMCON Emission Control

EUCARF European Centralised Airspace Reservation Facility
HAAR Helicopter Air-to-Air Refuelling
IDS Independent Disconnect System
LOA Letters of Agreement
MBL/EBL/OBL Manual / Emergency / Override Boom Latching

MARSA Military Assumes Responsibility for Separation of Aircraft
MPRS Multi-Point Refuelling System
NAAR Night AAR
QF Quick Flow AAR
RV Rendezvous
RVIP RV Initial Point
RVCP RV Control Point
RVCT RV Control Time
SKE Station Keeping Equipment

SPINS Special Instructions
TMO Tanker Manual Override
UARRSI Universal AAR Receptacle Slipway Installation
WARP Wing AAR Pods
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Part 1 Annex1A
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Lexicon Part 2 – Terms and Definitions

AAR Abort Point
A planned point along the receiver track at which the receiver must divert, if he is not in contact
receiving fuel.
AAR Airspeed
An airspeed or Mach number at which AAR will be conducted.
AAR Area (AARA)

A defined area encompassing both a racetrack shape AAR track and its protected airspace.
AAR Bracket
Designated segment of a route where AAR is planned. The bracket is defined by a refuelling start
point and stop point.
AAR Control Point (ARCP)(HAAR ONLY)

Helicopter Receivers. Normally the earliest point the tanker can pass abeam the receiver during
join-up.
AAR Control Time (ARCT)(HAAR ONLY)

Helicopter Receivers. The planned time that the receiver and tanker will arrive over the ARCP.
AAR Element
One tanker and one or more receivers.
AAR Entry Point (AREP)

A designated point at which the receiver enters the anchor area.
AAR Envelope
The area limits behind a boom equipped tanker within which a receiver must fly to remain in contact.
AAR Exit Point (A/R EXIT PT)

The designated geographic point at which the refuelling track terminates.
AAR Formation (Tanker/Receiver Formation)

Two or more tankers and/or receivers operating together with a designated formation leader (See
Formation below.).
AAR RV
The procedures employed to enable the receiver(s) to reach the astern position behind the assigned
tanker(s) (boom) or the observation position (drogue) by electronic, radio, and/or visual means.
AAR Stores
The refuelling pod, hose and drogue that connects onto the aircraft when configured in the tanker role.
AAR System Normal Operation

Both tanker and receiver using normal signal system.
AAR Time
Planned elapsed time from RVCP to completion point.
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AAR Track
A track designated for AAR.
Air Tasking Order (ATO)

Formatted order detailing all information for the mission. Used to task and disseminate to components,
subordinate units, and command and control agencies projected sorties, capabilities and/or forces to
targets and specific missions.
Air Traffic Control (ATC)

A control system that ensures the safe operation of commercial and private aircraft, as well as military
aircraft using the same airspace, by co-ordinating the movement of air traffic to ensure they remain a
safe distance apart.
Alternate AAR Track

The track designated for AAR in the event that the primary track cannot be used.
Alternate RV
A RV achieved when primary means are not available. Alternate means may be radar beacon, common
TACAN, Timing, DF Steer, ATC/GCI assistance etc, or any combination of these.
Altitude Differential
The difference between the receiver altitude and the tanker altitude.
Altitude Reservation (ALTRV)

An area of airspace reserved for AAR with the appropriate ATC authority. There are 2 types of
ALTRV: moving and static. A moving ALTRV encompasses en route activities and advances
coincident with the mission progress. A static ALTRV consists of a defined geographic area, specific
altitude(s) and time period(s).
Amplifier Override
Procedure for using receiver override boom latching when receiver air refuelling system malfunctions.
Also see Manual Boom Latching.
Anchor Point
A defined reference point upon which an anchor refuelling track is orientated.
Anchor Refuelling
AAR performed as the tanker(s) maintain a prescribed pattern which is anchored to a geographical
point or fix (See RVs Alpha and Echo).
Anchor RV (RV Alpha)

The procedures normally employed by radar (CRC/GCI/AWACS) to vector the tanker(s) and
receiver(s) for a visual join-up for refuelling.
Angels
A brevity code meaning aircraft altitude (in thousands of feet).
Approval Void if Aircraft Not Airborne (AVANA) by (time UTC)

ALTRV Approval Void for Aircraft Not Airborne by (time). In most cases the AVANA is one hour
after the last planned take-off, after which time the ALTRV is automatically cancelled.
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Astern Position
a. Probe and Drogue. The stabilized formation position behind the AAR equipment
(approximately 5 ft directly aft of the drogue) with zero rate of closure.
b. Boom. The position approximately 50 ft behind and slightly below the tanker boom nozzle
where the receiver stabilizes with zero rate of closure before being cleared to the contact
position.
Awaiting AAR Position (non-SKE)
a. Probe and Drogue. The Awaiting AAR Position and the Observation Position are the
same for fighter aircraft on a Probe and Drogue tanker, ie echelon on the left wing of the tanker.
b. Fighter Formations - Boom. The Awaiting AAR Position for fighter aircraft/elements
on a boom tanker is a position 1 to 3 nm in trail and a minimum of 1000 ft below their tanker's
altitude
Awaiting AAR Position (SKE and USAF Heavy Aircraft)

A 60º right echelon off the last tanker, 1 nm nose to nose spacing, stacked 500 ft above that tanker.
Base AAR Altitude

A reference altitude at which the lowest aircraft of a tanker formation (or a single aircraft for individual
AAR) will fly. Ideally, this should be at least 2000 ft below receiver optimum altitude for refuelling.
Beacon RV
Use of an airborne radar or RV beacon to provide range and offset.
Bingo Fuel
A pre-determined quantity of fuel which requires the receiver or tanker to immediately return to home
station or divert to an alternate.
Boom Cycling
A retraction and extension of the boom to relieve fuel pressure in the boom drogue adapter.
Boom Drogue Adapter (BDA) (KC-135)

Equipment used to convert the boom for use with probe equipped receivers.
Breakaway
An emergency in either the tanker or receiver may require an urgent cessation of refuelling; in such an
event a radio call and/or appropriate visual signals will be given:
a. By the tanker when the receiver is judged to be flying erratically.
b. If the tanker has a malfunction.
c. By the boom operator or receiver if the receiver underruns the tanker.

The receiver(s) (and where appropriate, tanker) will immediately disconnect and take action as detailed
in Part 2 Chapter 4. (HAAR detailed in Part 3 Chapter 4)
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Part 1 Annex1A
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Brute Force Disconnect (Boom Only)
A disconnect which is the result of a receiver aircraft moving aft to full boom extension and overriding
hydraulic pressure or a mechanical malfunction holding the receivers’ toggles in the engaged position.
A brute force disconnect may occur inadvertently or as part of a controlled tension disconnect
procedure, coordinated between the boom operator and the receiver pilot.
Buddy Cruise
When tanker(s) and receiver(s) cruise as an AAR element/formation.
Buddy Join up Procedure (RV Foxtrot)

These procedures are utilized when the tanker(s) and receiver(s) approach the RVIP on a common track
by taking off from the same base and joining up.
Buddy Takeoff/Departure
When tanker and receiver take off and climb as an element/formation.
Clear Astern
Radio call by the tanker clearing a receiver behind the left/centre/right assigned AAR equipment. The
receiver moves to the astern position.
Clear Contact (Probe and Drogue and BDA Only)

The receiver is cleared to move forward from the astern position to engage the probe in the drogue.
Clear Contact Position (Boom Only)

The receiver is cleared to advance to the contact position.
Clear Join
Radio call by the tanker clearing the receiver to join in close formation in the observation position or
astern position for boom operations.
Clear Leave
Radio call given by the tanker clearing the receiver to leave the tanker formation. This call is given
only after the receiver has completed the move to the Post AAR Position.
Communications Out
Radio silent AAR RV operations. All other RV aids may be used.
Contact
a. Probe and Drogue, and BDA. A contact is made when the probe engages the drogue.
b. Boom. Called by the boom operator and the receiver when the boom is locked in the
receptacle.
Contact Point
The geographical point along the planned AAR track where fuel transfer should commence.
Contact Position (Boom Only)

The stabilized position of the receiver within the AAR envelope where it is possible to make contact.
CONVEX
Flying conversion exercises performed to familiarise and qualify aircrew in a new skill set.
Crossover (HAAR Only)

A specific manoeuvre to reposition a receiver from one side of the tanker to the opposite side.
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Part 1 Annex1A
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Dead Hose
See Hard Hose
Descent Range
The distance from the tanker at which the receiver desires to initiate letdown to the tanker.
Deployment
The relocation of forces and materiel to desired operational areas.
Disconnect
a. Action taken by receiver pilot or boom operator to disengage tanker and receiver refuelling
systems.
b. Command given by the tanker to receiver, either verbally or by signal, instructing receiver to
disengage from tanker refuelling equipment.
(1) Probe and Drogue, and BDA. The receiver moves smoothly back toward the astern
position until the probe disconnects from the drogue.
(2) Boom. When the boom is seen to be clear of the receptacle, the receiver moves
smoothly back to the astern position.
Dry Contact
AAR engagement for aircrew proficiency during which fuel is not transferred.
Electronic Contact (HAAR Only)

Electronic data on aircraft/formation location. Operational equipment that provides, at a minimum,
range information.
Emergency/Override Boom Latching

Procedure for using receiver override boom latching when receiver air refuelling system malfunctions.
Also see Manual Boom Latching.
Emission Control (EMCON) Procedures

The management of electromagnetic radiation to counter an enemy’s capability to detect, identify, or
locate friendly emitters for exploitation by hostile action For ease of tasking, the restrictions for both
equipment emissions and radio transmissions are standardized into 4 Options. These options are
detailed in the Communications Chapter.
Emitter
A piece of equipment that emits electromagnetic radiation (radios, radar, TACAN, IFF, Doppler, radio
altimeter, etc).
End AAR
A planned point or the actual position within the confines of the AAR track at which all AAR
operations/requirements are complete.
En route Formation (KC-135/KC-10A)

Two or more tankers in trail, 1 nm separation, and stacked up at 500 ft intervals.
En route RV (RV Golf)

Procedure used when join up is to be achieved en route to the AAR area at the RV position by making
good a scheduled time. Timing may be accomplished by utilising an orbit delay or timing triangle.
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ATP-56(B)
Part 1 Annex1A
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En route RV HAAR (RV Golf)
An AAR RV conducted along the receivers’ planned routing.
Force Extension
Tankers escorting fighters are force extended when they are refuelled en-route to their destination by
other tankers which may or may not be part of the formation package.
Formation
Two or more aircraft with the same intended route or flight, maintaining station-keeping operations by
either or both visual and electronic means. The formation will normally be flown with successive
tankers in line astern, and stepped up or down behind the leader.
Go Reform Right/Left
Radio call given by the tanker which instructs a receiver to move from the astern position to the reform
position after refuelling is complete. Omission of “right/left” means that the receivers are to reform on
the right side of the tanker.
Ground Controlled Intercept (GCI)

A ground based radar system through which aircraft are controlled in order to achieve an airborne RV
with other aircraft.
Hard Hose (Dead Hose)

A hose condition in which hose slack is not properly taken up on contact. Any resulting hose whip is
likely to damage the receiver’s probe.
Hot Armament
Forward firing ordnance that can be selected and fired by the receiver pilot or crew.
Inadvertent Disconnect (HAAR Only)

Unplanned disconnect. Receiver moves to astern position (or as briefed) to await further instructions
from tanker.
Independent Disconnect System (IDS)(KC-10)

The Independent Disconnect System is an electrically controlled, pneumatically actuated system
located in the nozzle assembly. It causes the sides of the KC-10 boom nozzle to collapse, allowing the
boom to be retracted from the receiver aircraft while its toggles are in the latched extended position.
Join Up (HAAR Only)

Procedures used to transition the tanker from the RV phase of flight to a position abeam the receiver,
ready to assume formation lead and the helicopter(s) ready to move to the observation position.
Join Up Altitude (HAAR Only)

A helicopter altitude that ensures tanker/receiver altitude separation during the join up.
Judy
Radio call made by the receiver when radar contact with the tanker and taking over responsibility for
closing to within visual range.
Manual / Emergency / Override Boom Latching (MBL/EBL/OBL)

Procedure for using receiver boom latching when receiver AAR system malfunctions. Both tanker and
receiver AAR systems in manual operation. Also known as Emergency/Override Boom Latching and
Amplifier Override.
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ATP-56(B)
Part 1 Annex1A
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Mark
A request for the tanker to assist the receiver in achieving visual contact. Depending on type, the
tanker may dump a small quantity of fuel, or fire a flare, or switch on/vary the high intensity lighting.
Refer to National Annexes.
MARSA (FAA Only)

Military Assumes Responsibility for Separation of Aircraft - applies only to participating aircraft and
FAA controlled formations.
Marshall Stack
A predetermined distance from an aircraft carrier in which aircraft hold to await an individual
instrument approach to the deck. Marshall radials extend 20 to 45 nm from the carrier.
Minimum Safe Altitude (MSA)(HAAR Only)

A pre-briefed altitude that provides a vertical clearance from all obstacles within a defined range along
a refuelling track. National restrictions determine the mission minimum.
Mixed AAR Formation

Any formation involving one or more tankers refuelling two or more dissimilar types of aircraft
simultaneously.
Modified Point Parallel RV (RV Delta)

An RV procedure optionally employed when the receiver aircraft is established on-station in a
command and control orbit or airspace patrol. The tanker enters the area, effects the RV, and
completes the refuelling within the confines of the receiver’s assigned airspace.
Multi-Point Refuelling System (MPRS) (KC 135)

Self-contained pods mounted on wing-tips of selected KC-135R aircraft that allow a single tanker to
support both probe and drogue and boom AAR missions.
Night AAR (NAAR)

AAR operations that take place between official sunset and sunrise.
Normal Communications
Normal procedures as established in current AAR orders. All RV aids may be utilised as necessary.
Nose Cold
Radar selected to standby.
Observation Position (HAAR Only)

Helicopter – A position to the left or right of the tanker, outboard of the wingtip and slightly above and
behind the tanker horizontal stabilizer. Note: Helicopter receivers should initially RV on the left side
of the tanker unless previously briefed or mission dictates otherwise.
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ATP-56(B)
Part 1 Annex1A
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Observation Position (Fixed Wing Only)
The initial formation position for a receiver joining a tanker. This is normally echelon left for all
receivers.
a. Drogue Equipped Tanker
(1). Availability of Observers. Refer to the tanker’s National Annex to determine if an

observer is located in the rear of the aircraft.
(2). Without Refuelling Observers. Receivers should initially be co-altitude with the
tanker, at least one receiver wingspan outboard of the tanker wingtip and well forward, to be
observed and identified by the tanker pilots.
(3). With Refuelling Observers. The observation position for fixed wing aircraft is
stepped down, aft of the tanker wingline and one receiver wingspan outboard of the tanker
wing.
b. Boom Equipped Tanker. A position to the left and slightly behind the tanker wing with
a minimum of one receiver wingspan clearance between tanker and receiver (weather
permitting). This contrasts with the Awaiting AAR position (see above).
Off-load/On-load
The tanker fuel, normally established at the planning stage, assigned for off-load/on-load to receiver(s)
during an AAR mission.
Offset (Track)
The lateral distance the tanker is displaced from the RVIP to RVCP track to compensate for turn radius
and drift.
On-Call (Unplanned AAR)

An AAR that has not been planned before the mission, but becomes a requirement due to changing
tactical situations.
On-Deck Position. (Quick Flow Procedure Only)

Left hand echelon formation on the receiver in the contact position.
Oral Communications (Boom Only)

The following terminology will be used by the boom operator when verbal instructions to the receiver
are necessary:
Back Move receiver backward

Down Descend receiver.
Forward Move receiver forward.
Left Move receiver left.
Right Move receiver right.
Stabilize Hold receiver steady in present position
Up Ascend receiver.
Slow Closure Called when boom operator perceives an excessive closure rate.
Receiver will reduce aircraft closure rate.
Return to astern Receiver will manoeuvre aircraft to the astern position and
stabilise
Orbit Departure Time

That time at which the tanker will depart the orbit point to effect the planned RV.
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ATP-56(B)
Part 1 Annex1A
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Orbit Pattern
The pattern flown by the tanker at the orbit point.
Orbit Point
A geographic point along the planned AAR track where the tanker will orbit.
Overrun
An overrun occurs when the receiver passes the tanker prior to or during the tanker RV turn.
Overtaking Point Parallel RV (RV Delta)

Same as Point Parallel RV except tanker plans to turn to refuelling track so as to roll out behind the
receiver. The tanker then overtakes the receiver and begins a slowdown so as to position the tanker one
mile in front of the receiver at AAR Airspeed.
Point Parallel RV Procedure (RV Delta)

The procedure normally used when the tanker arrives in the AAR area ahead of the receiver (A tanker
orbit is normally planned).
Post AAR Position

The position to be maintained by receiver aircraft upon the completion of AAR.
a. Fighters and Heavy Probe Receivers. See Reform Area/Position.
b. Heavy Boom Receivers. Heavy boom receivers will maintain at least 1000 ft below and
no less than 1/2 nm in trail behind the lead tanker (if unable to maintain visual contact, in trail
distance is increased to 1 nm). This position will be maintained until clearance is received from
Air Traffic Control.
c. Heavy Aircraft Formation (SKE). See Post AAR Position (SKE).
Note: In EMCON other than 3 or 4, tanker lead and receiver will verbally coordinate
their respective separation manoeuvres prior to either aircraft departing formation.
Post AAR Position (SKE)

A 60º left echelon, 2 nm nose to nose separation, stacked down 1000 ft off the lead tanker.
Post AAR Procedures

The procedures employed by tankers and receivers after final disconnect and prior to establishing
cruise.
Practice Emergency Separation

The term to be used by tanker and receiver aircrews when referring to a Practice Breakaway, prior to
accomplishing the manoeuvre.
Quick Flow AAR (QF)

Visual formation procedures used to expedite AAR operations by minimising required refuelling time.
Radio Silent
No radio transmissions between tanker and receiver except in an emergency. For further details see
Part 2 Chapter 5.
Receiver Holding Point

A point along the upstream end of the inbound course to the Anchor Point where the receiver(s) will
hold until cleared for RV by the tanker. This point is used during Anchor Refuelling Alternate
Procedures.
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ATP-56(B)
Part 1 Annex1A
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Reform Area/Position
An area to the right and level or slightly above the tanker formation, where receivers other than those
moving to the Post AAR Position reform upon completion of AAR. This is normally echelon right for
all participating receivers.
a. Drogue Equipped Tanker
(1) Availability of Observers. Refer to the tanker’s National Annex to determine if an

observer is located in the rear of the aircraft.
(2) No Refuelling Observers. Receivers should initially be co-altitude with the tanker,
at least one receiver wingspan outboard of the right tanker wingtip and well forward, to be
observed by the tanker pilots.
(3) With Refuelling Observers. The reform position for fixed wing aircraft is level or
slightly above the tanker, aft of the tanker wingline and one receiver wingspan outboard of
the right tanker wingtip.
b. Boom Equipped Tanker. A position to the right and slightly behind the tanker wing with
a minimum of one receiver wingspan clearance between tanker and receiver (weather
permitting).
Receiver/Tanker Route Formation (Fighter)

Receivers positioned on the tanker with two or four receivers’ wingspan clearance.
Refuelling Altitude
The briefed AAR altitude that meets the performance and operational requirements of both the tanker
and receiver aircraft.
Refuelling Heading
A true / magnetic / grid heading taken by the tanker(s) and receivers to maintain AAR track.
RV Control Point (RVCP)

The planned geographic point over which the receiver(s) arrive in the observation/astern position with
respect to the assigned tanker.
RV Control Time (RVCT)

The planned time that the receiver and tanker will arrive over the RVCP.
RV Equipment
Electronic/radio equipment installed in tanker and receivers for use in achieving an RV.
RV FL/ Altitude/Height
The FL, altitude or height of the tanker during an RV procedure.
RV Initial Call
When the use of radio is authorized, the tanker is to confirm RV details before starting the RV
procedure. The format of the call is in Part 2Annex 5B.
RV Initial Point (RVIP)

A planned geographic point prior to the RVCP to which tankers and receivers time independently to
effect an arrival at the RV control time. If the tanker/receiver is not already at its assigned RV FL/
altitude, it commences a climb/descent to that FL/altitude. This point may be a designated position
established at the planning or briefing stage, or as directed by the tanker/GCI/AEW controlling the RV.
RV Point
A designated point where tanker and receiver are planned to be joined in formation (RVCP, RVIP, etc).
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ATP-56(B)
Part 1 Annex1A
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RV Procedure
A procedure to join the receiver with the tanker.
RV Rollout Heading
A heading reference taken by the tanker(s) on the final turn towards the RV Point.
RV Speed
a. For RVs where the receiver flies the tanker speed plus 20 kts, the tanker speed (IAS) is
known as the RV speed; this is usually the intended refuelling speed (normally optimised for
best receiver AAR performance).
Note: If communications are not possible for any reason, and pre-briefing is not
possible, the tanker will fly at the optimum speed for the receiver type as listed in
Part 5 Annex BB, TANKER AAR CAPABILITIES.
b. For RVs where the receiver’s speed is known to the tanker, RV Speed is the speed flown by
the receiver when flying towards the tanker for the RV.
RV Track (Tanker Track)

The track flown by the tanker during the RV procedure. Receiver(s) track to the RV Point is dependent
on planned route and RV procedure.
Reverse Flow AAR (boom only)

The transfer of fuel from receiver to tanker.
Rim
The probe strikes the rim or periphery of the drogue but does no damage.
Safe Position (KC/KDC-10)

The position during a partial or complete boom control system failure that is safe for the boom operator
to initiate a disconnect. This position is when the receiver is approximately 0° roll and moving down
and back.
Station Keeping Equipment (SKE)

An avionics based formation management system that allows a large number of aircraft operating on
different frequency channels to fly fully instrumented formation in zero visibility. The system can also
communicate navigation data and proximity warnings when a threat of collision exists. Participating
aircraft can operate within a limited radius of a selected master system on the same frequency.
Single Hose Procedure

A change to the refuelling procedure which is effected when a tanker, which normally operates with 2
AAR stores, has one store unserviceable.
Soft Contact
The probe has not fully engaged in the drogue.
Special Instructions (SPINS)

Special Instructions which are attached to the ATO and detail operating procedures for all missions and
tasks.
Spokes
The receiver has damaged the drogue.
Start Descent Point

A point where descent is initiated.
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ATP-56(B)
Part 1 Annex1A
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Start Point
A designated point on track where refuelling of the first receiver(s) is planned to start.
Stop Point
A designated point on track where refuelling of the last receiver(s) is planned to stop.
Switches Safe
All Weapons Switches selected to Safe/Off.
Tactical Air Control System

Any CRC, GCI, or AWACS command and control system.
Tactical Stream
Two or more AAR formations proceeding at a pre-determined spacing along identical flight paths.
Tanker Abeam (HAAR)

When receiver is aft of the tanker’s 9 o’clock position during join-up.
Tanker Manual Override (TMO) (Boom Only)

Receiver AAR system in normal operation, tanker AAR system in manual operation.
Tanker Manual Override (TMO) without Tanker Disconnect Capability (Boom Only)
Mode of operation used when tanker AAR signal system malfunctions. Receiver AAR system will
remain in normal operation. AAR will not be accomplished except during fuel emergencies or when
operationally essential.
Terminate (Emergency Separation)

Call by tanker to cease breakaway manoeuvre.
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 receiver
requests otherwise.
Track Offset
Used in RV Delta (Point Parallel), it is the lateral distance which the tanker is offset from the receiver
track. The distance compensates for tanker turn radius and drift during the turn towards the ARCP.
Transferable Fuel
Tanker fuel available for passing to a receiver. This is the total fuel in the tanker, minus the fuel the
tanker requires to recover to an airfield including any landing/diversion/weather reserves.
Transmit for DF
A 10 sec carrier wave transmission, unmodulated by speech, which allows relative positions of tanker
and receiver to be determined using UHF/DF.
Turn Range
In some RV procedures, the distance measured between the tanker and receiver at which point the
tanker initiates the turn for the RV.
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ATP-56(B)
Part 1 Annex1A
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Underrun
An underrun occurs when the receiver’s closure rate prevents stabilising in the astern position, or when
forward movement of the receiver is considered excessive during contact or approach to contact.
Universal AAR Receptacle Slipway Installation (UARRSI)

A modular AAR unit incorporating an AAR receptacle and slipway to guide the tanker boom nozzle
into the receptacle. The UAARSI has a boom interphone capability.
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 refuelling of 2 probe-equipped receivers.
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ATP-56(B)
Part 1 Chapter 2
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CHAPTER 2
Employment Considerations and Principles

201 Peacetime
a. Fundamental Principles. Normally, AAR operations require extensive pre-planning to

ensure optimum effectiveness whilst maintaining safety and efficiency. This requires the
identification of the best tanker type or types for the receiver, the selection of the optimum route
for the operation, and suitable diversions for the aircraft types. If not tasked through a Combined
Air Operation Centre (CAOC), it is essential that an efficient communications interface exist
between tanker and receiver tasking organizations, to ensure the correct positioning and timing of
the tanker to meet receiver demands.
b. Flight Safety. Formations undertaking AAR operations, or in transit, occupy a large volume
of airspace and cannot manoeuvre easily. Thus, not only must aircrew be well aware of the
increased collision risk during AAR but all control agencies must recognise the special
requirements of formations undertaking AAR operations.
c. Airspace Reservations. Because of the large volume of airspace required, it is important

to consult the relevant documents so that National and International Air Traffic procedures are
strictly adhered to. In particular, some nations require AAR operations to be conducted in specific
geographical areas. For flight safety considerations, it is normal to conduct AAR operations in
reserved airspace. Such airspace can be divided into 2 broad categories:
(1) AAR Areas (AARAs)/Anchor Areas and AAR Tracks
(a) Peacetime AARAs/anchors areas and AAR tracks are areas of airspace established by
the national authority for the conduct of routine AAR training. These areas can be either
permanent or activated by NOTAM. Bookings for this airspace are usually made through
the designated national scheduling unit, who are also responsible for liaison with the
appropriate ATC authority for activation of the airspace and issue of NOTAMs. If
suitably positioned, AARAs/anchor areas or AAR tracks may be used for AAR
deployments.
(b) Exercise/operational AARAs/anchor areas and AAR tracks are temporary areas
established by NOTAM for the duration of the exercise or operation and may be either
permanent or time restricted as dictated by the nature of the task.
(c) Typical dimensions of AARAs/anchor areas and AAR tracks are in Part 2 Annex 1A.
(2) Altitude Reservations (ALTRVs) and Military Corridors. ALTRVs and military
corridors are normally arranged with the appropriate national ATC authorities. For AAR
purposes, moving ALTRVs are normally used to guarantee the required route and altitude(s)
for an AAR supported deployment. Military corridors are activated by NOTAM and are
essentially static ALTRVs.
(a) ALTRV Scheduling Facilities. To ease the scheduling difficulties of the civilian
ATC authorities, the USAF operate 3 scheduling facilities which may be used by other
nations by prior agreement. The facilities are responsible for prioritising military tasks
and arranging the required ALTRV/corridor times with the appropriate ATC authority.
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Part 1 Chapter 2
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The areas of responsibility for the 3 USA and 2 Canadian facilities are:
(i) Central Airspace Reservation Function (CARF): Continental USA, New

York and Oakland Oceanic FIRs (DSN 904-4426, Commercial: USA 703-904-4426).
(ii) European Central Airspace Reservation Facility (EUCARF): Europe,

Santa Maria and Shanwick Oceanic FIRs (DSN 314-480-7346, Commercial:
Germany 6371-47-7346).
(iii) Pacific Military Airspace Reservation Facility (PACMARF): Pacific and

Indian Ocean (DSN 315-449-7286, Commercial: USA 808-449-7286).
(iv) Altitude Reservations East (ARE): Toronto, Montreal, Moncton and

Gander FIRs and Gander Oceanic (Commercial: Canada 709-651-5243).
(v) Altitude Reservations West (ARW): Vancouver, Edmonton and Winnipeg

FIRs (Commercial: Canada 780-890-4739).
(b) Additional Information. Amplifying information on the use of reserved FAA

airspace can be found in FAA Order 7610.4K – Special Military Operations. This is an
access controlled document but copies may be released to legitimate applicants (see
http://www.faa.gov/airports_airtraffic/air_traffic/publications/spec_ops/ for access details).
(3) ALTRV Utilisation. There are significant differences between FAA and ICAO
procedures when using ALTRVs. Fundamentally, ICAO acknowledges that ALTRVs can be
established, but it does not recognise them in official publications.
(a) Pre-Flight Planning. Prior to flying a mission employing an ALTRV, aircrew

must review their own nation’s relevant National Instructions and/or regulations, together
with appropriate airspace planning documents, to ensure compliance with all governing
regulations for the airspace in which the ALTRV is established.
(b) ATC Clearance. In FAA Airspace, operations within an ALTRV permit the
participating aircraft to manoeuvre freely within the vertical, lateral and longitudinal limits
specified in the ALTRV message. In contrast, an ICAO ALTRV may or may not be an
actual ATC clearance, depending on the region in which the formation is operating. For
instance, Shanwick FIR (United Kingdom) requires aircraft to obtain ATC approval for all
altitude changes. Importantly, aircraft transiting multiple airspace regions/countries need
to be aware that ALTRV procedures may change when crossing FIR boundaries.
(i) US DoD European Operations. For US DoD aircraft operating in European

airspace, letters of agreement (LOA) maintained at European Centralised Airspace
Reservation Facility (EUCARF) explain ALTRV procedures and routings for
individual countries. LOAs are coordinated on a one-to-one basis between EUCARF
and each controlling agency/nation, not for the whole region. Crews must therefore
consult paragraph “g” of the ALTRV message for country-specific information, pay
close attention to comments therein and explicitly follow all instructions. If further
clarification is required, contact the ALTRV planner first, followed by the appropriate
altitude reservation facility.
(c) Formation - FAA. The FAA has specific definitions to describe a formation.
These are:
(i) Standard Formation. A standard formation is one in which each wingman

maintains a proximity of no more than 1 nm laterally or longitudinally and within 100
ft vertically from the flight leader.
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Part 1 Chapter 2
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(ii) Non-standard formation. Non-standard formations are those operating
under any of the following conditions:
(A) When the flight leader has requested and ATC has approved other than
standard formation dimensions.
(B) When operating within an authorized altitude reservation (ALTRV) or

under the provisions of a letter of agreement.
(C) When the operations are conducted in airspace specifically designed for a
special activity.
(d) Formation – ICAO. ICAO does not recognize the terms in para 201c(3)(c).
However, Part 7 of NAT DOC 001, Guidance and Information Material Concerning Air
Navigation in the North Atlantic, provides the following guidance:
(i) Definition of a Formation Flight. More than one aircraft, which, by prior
arrangement between the pilots, operate as a single aircraft with regard to navigation
and position reporting, are defined as a formation flight. Separation between aircraft
within a formation flight remains the responsibility of the flight leader and the other
pilots within it. This includes during transition periods when aircraft within the
formation are manoeuvring to attain separation from each other in order to effect
individual control, and during join-up and break-away.
(ii) Provisions
(A) Flight Plan. A formation shall file an appropriate ICAO flight plan for an
operation although an ATC clearance will only be issued to the formation leader.
(B) Formation Dimensions – ICAO. All aircraft within a formation shall

operate so that the wing aircraft maintain a distance of not more than one nm
laterally or longitudinally and a vertical displacement of not greater than 30 m
(100 ft), from the flight leader.
(C) Separation – Other Traffic. A formation flight will be considered as

one aircraft by ATC for separation purposes. If at least one of the aircraft
participating in the formation flight is MNPS approved, the entire formation
flight is considered to be approved for operation in NAT MNPS Airspace.
Formation flights will be considered as non-RVSM flights regardless of whether
one or all aircraft in the formation are RVSM approved.
(D) Formation in RVSM Airspace. Formation flights operating within

RVSM Airspace will only be approved by means of an airspace reservation.
(e) Formations – UK Airspace. In UK airspace, formations are considered as a

single unit for separation purposes provided that:
(i) Formation Dimensions. The formation elements are contained within one
nm both laterally and longitudinally, and are at the same level or altitude.
(ii) Controller Approved Formation. Exceptionally, at the controller’s

discretion, these limitations may be increased to 3 nm and/or 1000 ft vertically.
(iii) Co-ordinated Formation. The formation, although operating outside the

parameters given above, has been the subject of a mission-specific airspace co-
ordination and notification procedure.
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Part 1 Chapter 2
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(f) Formation – UK and European Airspace. Within congested UK and European

airspace, unless otherwise approved, formation leaders must minimize formation spacing.
Many controlling agencies (particularly civilian) only use secondary radar (IFF) to provide
aircraft control. As such, unless agreed otherwise, they ‘see’ the formation as a one
nautical mile ‘box’ based on the squawking aircraft and make separation allowances
between other traffic based on that assumption. ATC is blind to aircraft in the formation
outside the ‘box’. Therefore, rigid adherence to the approved formation dimensions is
essential to ensure that the safety bubble between other traffic and the formation is not
compromised.
(g) Large Formations. It is imperative that formation leads coordinate any additional
dimensions with ATC if mission requirements dictate. If it is not possible to keep the
formation within the limits previously mentioned, inform ATC and anticipate that aircraft
greater than one mile from the lead aircraft may be considered as separate “speaking units”
and receive separate controlling instructions.
202 Combat Operations. The employment of AAR in war or other hostile environments will
depend on the capabilities of the aircraft types employed, local threat assessments and proximity to
unsecured airspace. It is not appropriate in this document to detail AAR operations under combat
conditions; however, tankers are vulnerable and high value assets and therefore, in general, they should
be placed well clear of the combat zone or protected using fighter support. The procedures and principles
of AAR described in this document should be applied whenever possible.
203 Tasking
a. AAR Requests. Units operating tanker aircraft respond to requests for AAR support from
receiver units. Receiver aircraft units, or their command/tasking authority, are to identify those
tasks that require AAR and raise the necessary request for AAR support.
b. Command and Control. The command and control structure must be clearly identified
within the operation order or national instructions. Commanders must decide on the priorities to
accord to individual requests and allocate forces accordingly.
c. AAR Tasking. AAR tasking is normally issued by an ATO or an AAR Combined Task
Message (AARCTM). The format and structure of the AARCTM is contained in APP-8 - Allied
Tactical Air Messages.
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ATP-56(B)
Part 1 Chapter 3
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CHAPTER 3
Refuelling Equipment
301 Introduction. This Chapter gives a general description of current AAR equipment. There are 2
different AAR systems in use: Probe and Drogue and the Flyable Boom. The 2 systems are not
compatible. However, some booms can be adapted (on the ground) using a Boom Drogue Adapter
(BDA) kit; this makes the boom compatible with probe equipped receivers. Some tankers (eg KC-10A)
are equipped with both boom and hose/drogue systems and either may be used on the same flight.
302 Probe and Drogue. The tanker trails a hose; the free end of the hose terminates in a reception
coupling and a conical shaped drogue. Receiver aircraft are fitted with an AAR probe which terminates
in a fuel nozzle; the receiver aircraft is flown to engage the probe into the drogue:
a. System Description
(1) The tanker hose is carried on a power driven hose drum (or reel).
(2) To trail the hose, the hose drum brake is released and air drag on the drogue pulls the hose,
at a controlled rate, into the airstream. When the hose is at full trail, a winding-in torque
(response system) is applied to the drum; this counters the air drag of the drogue. The
controlled balance between winding-in torque (response system) and air drag absorbs the
impact of the receiver making contact; it also damps any tendency for the hose to whip as
contact is made, provided excessive receiver closure rates are avoided.
(3) When contact is made the probe engages coupling latches, which grip the probe to make a
fuel tight joint; fuel valves in the coupling and probe then open.
(4) The receiver continues to move forward, pushing the hose back onto the drum. When
sufficient hose has rewound onto the drum, the main fuel valve in the AAR equipment opens
and fuel can be pumped to the receiver.
(5) After making contact the forward movement required of the receiver to open the fuel valve
is typically about 2 m (6 ft); however, the distance varies according to AAR equipment type,
details are provided in National Annexes.
(6) Most systems afford a considerable range of fore and aft hose movement within which fuel
will flow to an in-contact receiver. A range of movement from the valve open position to 7 m
(20 ft) forward of this, is typical. On some equipment, the fuel valve closes if the hose is
pushed in too far. Refer to National Annexes for specific recommended or permitted ranges of
hose movement.
(7) When AAR is complete, the receiver pilot makes a small power reduction and drops back
slowly to stabilize in the astern position. As the hose nears the full trail position, the AAR
equipment fuel valve closes.
(8) When the hose reaches full trail, the probe begins to pull out of the reception coupling; the
coupling and probe fuel valves close, then the coupling latches release the probe.
(9) If a Breakaway is commanded, the receiver drops back quickly. A sensor in the AAR
equipment detects the high rate of hose movement and the hose drum brake is automatically
applied; this achieves a swift, positive disconnect and occurs well before the hose reaches full
trail.
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(10) The Mk 17 hose remains in the braked position until it is manually reset but most hoses
retrail automatically.
b. Tanker Installations. There are 2 general types of tanker AAR equipment: the podded
store and the integral system.
(1) AAR pods are self-contained units requiring only fuel and low voltage electricity from the
parent aircraft; the power source for fuel pumping and hose drum drive is usually a pod ram air
turbine.
(2) AAR pods are widely used to give fast jet aircraft an alternate tanker capability; one pod is
mounted on an under-wing or under-fuselage pylon; refer to National Annexes for specific
installations.
(3) Pods are also carried by some large tankers; usually a pylon mounted pod is carried under
each wing.
(4) Integral AAR systems may be carried on large tankers; normally these are installed within
the main fuselage and the hose is trailed from a centreline fairing or tunnel. However, there
are variations on this general principle; for example the FAF Transall AAR equipment is
mounted within the left-hand fuselage undercarriage bay.
(5) Integral AAR systems use a variety of high powered aircraft supplies (pneumatic,
hydraulic and electric) for fuel pumping and hose drum drive.
c. Hose Dimensions and Markings
(1) Generally pod hoses are shorter, lighter and have a narrower bore than integral system
hoses. The lengths of pod hoses vary between 15 m (50 ft) and 27 m (90 ft) depending on the
system and use; 24 m (80 ft) is typical of an integral system hose. National Annexes provide
specific information.
(2) Most hoses are marked with coloured bands; there is a wide variety of colours and
marking patterns, refer to National Annexes.
(3) However, most hoses have a series of bands or a block of colour to indicate the optimum
receiver refuelling position; this is achieved when the hose is pushed in so that the markings
enter the hose fairing or tunnel.
(4) On some hoses, the refuelling position marks are bounded by additional markings
indicating the start and stop positions for fuel flow. Usually, there is a series of closely spaced
bands at the tanker end of the hose; these provide cues for the receiver pilot to assess rates of
fore and aft movement after making contact, or during disconnect.
d. Compatibility. Probe and drogue couplings are built to dimensions established by STANAG
3447; the aim of the STANAG is to ensure probe and drogue compatibility irrespective of the
country of manufacture. However, the initial STANAG proved to be insufficiently precise in
certain areas with the result that some British Flight Refuelling Limited (FRL) probes were
incompatible with some US MA-3 and MA-4 couplings; there was a risk of the FRL probe
becoming locked into the US couplings. STANAG 3447 has since been revised to eliminate this
problem and all affected MA-3 and MA-4 couplings used within NATO have been modified to
restore compatibility. Note that some MA-3 and MA-4 couplings supplied to other air forces
outside NATO may still be unmodified. National Annexes list the type of couplings fitted to
tankers.
e. Signal Lights. Associated with each tanker AAR installation is a set of rearward facing
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signal lights, using the colours red, amber and green; although some equipment may have only
amber and green lights. On some systems, the signal lights are duplicated for redundancy. The
lights provide indications of the operating status of the AAR equipment; on most installations, the
lights can be controlled by the equipment operator to give radio silent commands.
(1) NATO Standard Lighting. The NATO standard light signals are:
(a) Red Light. A red light means Breakaway, or do not make contact.
(b) Amber Light. An amber light means clear contact.
(c) Green Light. A green light signifies fuel is flowing.
(2) National Differences. Variations on these principles are noted in National Annexes.
f. Drogue Lighting. Most drogues are illuminated to assist night AAR. Some drogues are lit
internally by lights at the coupling; alternatively, the drogue periphery may be highlighted by a
series of luminescent tritium light sources. On some tankers, reflective paint is applied to the
inside of the drogue.
g. Probe Lights. Many receivers have a light which illuminates the probe. These lights should
be used with caution, because they can dazzle the refuelling operator in the tanker; furthermore,
their use may accentuate a tendency for receiver pilots to chase the drogue and therefore possibly
overcontrol.
h. Drogue Tunnel/Serving Carriage Lights. The drogue tunnel or the serving carriage of
most tanker AAR installations are lit from within. This is particularly useful for gauging the
amount of hose pushed back onto the hose drum.
303 Boom. The tanker is fitted with a flyable, telescopic boom; the free end of the boom terminates
in a probe-like fuel nozzle. Receiver aircraft are fitted with a reception coupling, or receptacle. The
receiver flies a steady formation position whilst the boom operator manoeuvres and extends the boom to
make contact with the receptacle. Some booms are equipped with a Boom Interphone system which
permits direct communication with suitably equipped receivers during the period that the boom is in
contact with the receiver. Full descriptions of the types of boom in service, and their operation, is
provided in the appropriate National Annex.
a. Pilot Director Lights. To aid receiver positioning, the tanker aircraft is fitted with Pilot
Director Lights (PDL); these consist of 2 parallel light arrays, set longitudinally on the
undersurface of the fuselage between the nosewheel bay and the main landing gear. The PDLs
give directions to a receiver informing it which way to attain and maintain the ideal refuelling
position.
(1) One light array gives up and down commands and the other gives fore and aft commands.
(2) Coloured positioning bands on the telescoping portion of the boom correspond to the
coloured segments of the fore and aft PDL.
(3) There are no lights for azimuth positioning.
(4) Only the PDL Elevation Background Lights will be used when the BDA is fitted.
(5) A full description of PDLs and boom markings is given in the appropriate National Annex.
b. AAR Equipment Lighting. Boom tankers are fitted with a rear-mounted floodlight, which
illuminates the receiver, to assist the boom operator. The boom is fitted with a boom nozzle light
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to assist the operator in positioning the nozzle into the receptacle. Some receivers’ receptacles are
also internally lit; the UARRSI is usually lit, or highlighted by marker lights.
304 Boom Drogue Adapter
a. System Description
(1) The KC-135 and the C135FR boom can be modified to refuel some types of probe
equipped aircraft by fitting a Boom Drogue Adapter (BDA); this consists of 3 m (9 ft) of hose
attached to the end of the telescoping part of the boom. The hose terminates in a hard non-
collapsible drogue.
(2) The PDLs should not be used with this system.
(3) The BDA does not have a hose response system; therefore receiver pilots should exercise
caution during approach to contact.
(a) Excessive closure rates could result in a broken probe or hose.
(b) Attempts to disconnect which are not made down the correct withdrawal path could
result in the probe binding in the reception coupling.
(i) For this reason, the USAF recommends the use of ‘Flexitip’ probes with the
BDA. Flexitip probes have some internal bracings removed; this allows the probe
mushroom valve tip some lateral movement within the probe structure and makes an
off-centre disconnect easier.
(4) A full description of the BDA is given in the appropriate National Annex.
b. Tanker Installation. The BDA can only be fitted/removed on the ground.
305 Fuel Flow Rates and Pressures. Fuel flow rates vary widely according to AAR installation.
In general terms, the boom system offers the highest rate of fuel flow up to 3650 kg/min (8000 lb/min),
podded hose systems offer flow rates between 870 kg/min to 1000 kg/min (2800 lb/min to 3200 lb/min)
and integral hose systems offer flow rates around 2300 kg/min (5000 lb/min). Fuel pressure is regulated
in most systems not to exceed about 3.5 bars (50 psi) at the reception coupling. Fuel transfer rates will be
affected by the SG of the fuel and the limitations of the receiver fuel system. See National Annexes for
details.
NOTE
Some European aircraft have relatively poor on-load rates and

consequently require lengthy AAR time; this may make their use
incompatible with single-point tankers.
306 Tanker Reference Markings. Most tankers have some form of reference markings, providing
enhanced cues for formation and/or AAR station keeping. These markings may be painted lines,
fluorescent stripes, or electroluminescent panels. Boom tankers have a fluorescent yellow stripe on the
bottom centreline of the fuselage to provide an azimuth reference. Some probe and drogue tankers have
reference markings providing alignment cues for the approach to contact.
307 Tanker Lighting. Most tankers have floodlighting which make them readily visible to receivers.
The lighting is designed to highlight parts of the tanker which may be used as formation visual
references, to illuminate the AAR equipment and to light any reference markings provided for AAR.
This lighting is usually dimmable. Some small combat aircraft with an alternate tanker role do not have
floodlighting for AAR.
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PART 2 - FIXED WING PROCEDURES
CHAPTER 1
Rendezvous Procedures
101 Introduction. The purpose of a RV procedure is to achieve close visual contact between the
tanker and a receiver section or element. For the purpose of this Chapter, each RV procedure is written
for one tanker. However, all procedures can be adapted when tankers are flying in any formation. The
RV is usually at the RVCP and at the RVCT. This Chapter outlines 7 standard types of RV. The type of
RV utilised will be dictated by the mission requirements, available equipment, weather conditions and
the EMCON option in force.
102 General Procedures
a. Altimeter Settings. Unless otherwise directed, an altimeter setting of 1013.2 mb (29.92

inches) is to be used for AAR operations at or above transition altitude, or when over water and
operating in accordance with ICAO procedures. When not operating on standard pressure
settings, tanker crews are to include the altimeter setting in the RV Initial Call. To minimise the
chance of dissimilar pressure settings between receivers and tankers, the following terminology is
to be used:
(1) Flight Level. When the tanker and receiver altimeters are set to the international
pressure setting of 1013.2 mb (29.92 inches), vertical reference will be made using the term
‘flight level’.
(2) Altitude. When the tanker and receiver altimeters are set to QNH or a regional pressure
setting, vertical reference will be made using the term ‘altitude’.
(3) Height. When the tanker and receiver altimeters are set to QFE, vertical reference will be
made using the term ‘height’.
b. Vertical Separation. Receivers are normally to join from below and are to maintain a
minimum of 1000 ft vertical separation, unless otherwise stated at the planning or briefing stage,
until visual contact and positive identification have been made. If the planned flight
levels/altitudes/heights are found to be unsuitable, the tanker commander may select other flight
levels/altitudes/heights that will give the best possible chance of a successful RV. A change of
flight levels/altitudes/heights is to be made only when all aircraft and radar units taking part in the
procedure are aware of the proposed change and ATC has approved the use of the airspace.
c. Speeds
(1) Tanker. The tanker speed during a RV procedure is prescribed in the tanker’s flight
manual and repeated in the applicable National Annex; this speed is normally optimised for
best tanker performance. This is the speed that the tanker will fly if communication is not
established with the receiver. If the tanker’s speed differs from that listed, the tanker should
advise the receiver in the RV Initial Call.
(2) Receiver. The receiver should normally fly the speed prescribed in its flight manual and
listed in appropriate tanker National Annex. For Option 1 of the RV Delta (Part 2 Chapter 1,
Annex 1D, page 1D-1) where the tanker’s speed is known to the receiver, the receiver flies the
tanker speed plus 20 kts.
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d. Visibility. Receivers will maintain altitude separation of at least 1000 ft until 1 nm from the
tanker.
(1) Visual With Tanker. Once the receiver(s) is visual with the tanker, receivers are clear to
join and should initiate a progressive climb towards the tanker.
(2) Not Visual With Tanker. If receivers are not visual with the tanker, the subsequent
actions will be in accordance with the capability of the receiver.
(a) Receivers Without Radar or with Weather Radar. Aircraft without radar or
with only Weather Radar shall not proceed inside 1 nm unless the tanker is in sight.
(b) Basic Airborne Intercept Radar. Where receiver national limitations permit,
aircraft with a basic airborne intercept radar (ie, target search available but lock capability
not available) may climb to 500 ft below base AAR altitude, maintain this level and close
to ½ nm.
(i) Loss of Radar Contact. If radar contact is lost inside of 1 nm without visual
contact with the tanker, the receiver is to descend to 1000 ft below tanker altitude.
(c) Airborne Intercept (AI) Radar. Where receiver national limitations permit, as
long as radar lock is maintained, aircraft equipped with an AI radar may continue closure
at no more than 10 kts of overtake inside of ½ nm maintaining 500ft vertical separation to
a minimum range of 1500 ft.
(i) Visual Contact Established. When visual contact is established with the
tanker, a progressive climb may be initiated in order to join the tanker.
(ii) No Visual Contact by 1500 ft Range. If visual contact is not established by

a range of 1500 ft, closure is to cease.
(iii) Loss of Radar Lock Inside ½ nm Range. If radar lock is subsequently

lost, the receiver shall re-establish at least ½ nm range and maintain a minimum of
500 ft vertical separation.
(3) Visual Contact Not Established. If visual contact is not achieved at the appropriate
minimum closure range, the receiver(s) may:
(a) Stabilise at the appropriate minimum range and maintain it until the tanker
manoeuvres into an area of improved visibility.
or
(b) Descend to 1000 ft below the tanker, drop back to 1 nm and either maintain this
position until the tanker manoeuvres into an area of improved visibility or terminate the
RV.
e. Termination of AAR Due to Visibility. AAR is to be discontinued when in-flight

visibility is deemed insufficient for safe AAR operations.
f. Turning Angles of Bank (AOB) and Range. A planning assumption of 25o AOB is used
by tankers for most RV procedural turns mentioned in this Chapter and its Annexes. This AOB
should be flown whenever possible; most of the tanker Turn Ranges in RV procedures are based
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on this planning assumption. Additional sets of Turn Range tables are provided for some RV
procedures; these tables are based on the planning assumption of the tanker using the AOB
specified in the table.
Notes:
(1) These tables assume that the tanker is actually established in the turn at the prescribed
turning range.
(2) Figures 1B-2, 1B-3, 1C-2, 1D-3 and 1D-4 publish turn ranges that achieve a tanker roll
out 1 nm ahead of the receiver.
(3) Figures 1D-6 and 1D-7 are used by the USAF to ensure that the tanker rolls out 3 nm
ahead of the higher speed receiver(s), whilst, with slower receivers, the tanker will roll out
either ½ nm behind or 1 nm in front of the receiver(s).
g. Racetracks and Orbits. Whenever possible, the tanker should set up a racetrack in a
suitable position ahead of the RV. The main purpose of this is to allow the tanker timing to be
adjusted to meet the needs of the receiver. In the Annexes to this Chapter, racetracks are
described in positions ahead of the RV, which are considered to be ideal; however, these are not
inflexible and they may be planned elsewhere if necessary. An orbit by the tanker may be used as
a tactical holding device during the course of a RV to allow a receiver to catch up, or to hold if
visual contact is not made when expected. Unless otherwise briefed, or for ATC reasons, all
racetracks and orbits are to be to the left to give the tanker pilot the best lookout.
h. Heading Reference. All headings are magnetic unless otherwise stated.
i. Base AAR Altitude. See definition in Lexicon.
103 Visual Acquisition of Tanker. To enhance visual acquisition of the tanker(s), the receiver or
air/ground agency controlling the rendezvous may request the tanker to switch on/vary the high intensity
lighting using the RT call:
“(Receiver Callsign) Mark”
Some tankers are capable of dumping a small quantity of fuel, or firing a flare in response to this call.
This procedure should only be used if a receiver has a low fuel state or other similar circumstances that
necessitate the RV to be expedited.
104 Rendezvous Overrun. When either the tanker or receiver detects that an overrun condition
exists, or if the receiver(s) passes the tanker prior to or during the tanker rendezvous turn the following
procedures will be employed:
a. Receiver(s). The receiver(s) will ensure positive vertical separation such that they pass at
least 1000 ft below the tanker(s). The receiver(s) will also call:
“(Tanker Callsign) Execute Overrun”
and decelerate, maintaining AAR heading and assigned flight level/altitude.
b. Tanker(s). The tanker(s) will maintain flight level/altitude/height, accelerate to overrun

speed (but to no more than drogue limiting speed if drogue(s) are trailed) and maintain AAR
heading.
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c. Terminate. When either the tanker or receiver deems that the overrun condition is no longer
a factor, they will call:
“(Receiver Callsign) Terminate Overrun”
d. Rejoin. Once the overrun condition has been corrected and the receiver is below and behind
the tanker, (ie tanker has positive electronic or visual contact ahead of the receiver(s)) the
tanker(s) will slow to AAR airspeed and complete normal RV procedures. Receivers will not
begin a climb to the RV altitude until it is evident that the tanker(s) will remain in front of the
receiver for the entire closure to the astern position.
105 Joining - Probe and Drogue Tankers
a. Observation Position. The left-hand side of the tanker is allocated for joining aircraft,
unless the lead tanker directs otherwise. The exact location of the observation position is
dependent upon the availability of rearward facing observers or boom operators that can monitor
the receivers; see the Tanker’s Nation Annex for tanker configuration.
(1) Tankers Without Refuelling Observers. Where the tanker has no rearward facing
observers, the receivers must move forward ahead of the wingline to the observation position
in order to be seen and identified by the tanker pilots. See Figure 1-1.
(2) Tankers With Refuelling Observers. Where the tanker has rearward facing
observers or boom operators, the observation position is behind the wingline of the tanker.
See Figure 1-2.
b. Joining Multi-Tanker Formations. Multi-tanker formations are to be in echelon right

formation during receiver joins. Receivers are normally to join on the left of a multi-tanker
formation, or to the left of their assigned tanker once visual with the complete formation.
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Figure 1-1. Diagram of Key Areas Around a Probe and Drogue Tanker Without an Aft
Observer
REFORM AREA
4
3
2
1 WING HOSE
REFUEL
AREA
1
CENTRELINE
HOSE REFUEL
AREA
OBSERVATION AREA
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Figure 1-2. Diagram of Key Areas Around Tankers - Boom and Probe and Drogue with
an Aft Observer
REFORM AREA
4
3
2
1
WING HOSE
REFUEL AREA
1
CENTRELINE
HOSE REFUEL
AREA
OBSERVATION AREA
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106 Refuelling – Probe and Drogue
a. Join – Observation Position. Receivers arrive from tanker’s left side and form up in the
observation position as described in para 105. See Figures 1-3A, 1-3B and Figure 1-2 as
appropriate to the tanker.
b. Receiver Sequence. To ensure safe operations, the tanker will direct receivers to the
formation position that they are to adopt. Furthermore, the tanker will direct when receiver
aircraft are to reposition. Receiver aircraft are to move sequentially from echelon in the
observation position to the astern position on command from the tanker; this command may be
given by radio or by using the standard procedural signals in EMCON conditions. See Figure 1-3
for illustrations of controlled receiver flow around the tanker.
c. Simultaneous Movement of Receivers- Repositioning Receivers. Up to two

receivers may be directed to move simultaneously from the observation position to behind the
hoses. Similarly, both aircraft behind the hoses may be directed to move simultaneously from this
position to the reform position. See Figure 1-3 for illustrations of controlled receiver flow around
the tanker. Until directed by the tanker, all other aircraft should remain steady in their allocated
formation position.
d. Collision Avoidance. Receivers are responsible for ensuring that the airspace they are
moving into is clear of other aircraft. In addition, moving receivers are mutually responsible for
ensuring that they do not collide with the other repositioning aircraft.
e. Receiver(s) on Tanker with 2 Wing Refuelling Stations
(1) One Receiver on Tanker with 2 Wing Refuelling Stations. When the tanker has 2
wing refuelling stations and both are available, the receiver moves to the right hand refuelling
position
(2) Two Receivers on Tanker with 2 Wing Refuelling Stations. If there is more than
one receiver and both refuelling stations are vacant, the first receiver moves behind the right
hand hose into the astern position, and the second receiver moves in turn behind the left hand
hose into the astern position. See Figures 1-3C and 1-3D.
(3) Receivers Waiting on the Tanker Wing. Until directed by the tanker, all other
aircraft should remain steady in their allocated formation position.
f. Receiver(s) on Tanker with One Wing Refuelling Station or Centreline Station
(1) Movement of Receivers. When the tanker has one wing refuelling station or a single
centreline hose, only one receiver will be directed to move in turn to cycle from the
Observation Position to behind the available hose.
(2) Receivers Waiting on the Tanker Wing. Until directed by the tanker, all other
aircraft should remain steady in their allocated formation position.
g. Clear for Contact and Remaining in Contact
(1) Individual Clearance to Contact. Normally, the tanker is only able to safely monitor
one receiver at a time. Consequently, receivers will be cleared (verbally and/or by light
signals) to make contact one at a time. Where the tanker is able to monitor both receivers,
simultaneous contacts may be approved.
(2) Remaining in Contact. Because of the potential to cause the tanker to yaw slightly if
one receiver disconnects from a wing hose, receivers should remain in contact until cleared to
disconnect by the tanker. See Figure 1-3E.
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h. Disconnect. Normally, when both wing hoses are occupied, the tanker will instruct
receivers to disconnect simultaneously. However, the tanker may order individual disconnects
either to maximise hose efficiency or because of disparate receiver fuel states.
(1) Other Considerations for Disconnecting. Refer to Part 2 Chapter 4 para 404e for
other safety considerations associated with receiver disconnects.
i. Change Hose Procedure. It is important to move only one receiver at a time when
cycling/changing the receivers behind hoses. To cycle 2 receivers between wing hoses, the tanker
is to:
(1) Order one receiver to the observation or reform position.
(2) With this achieved, the second receiver may be cleared to the astern position behind the
vacant hose.
(3) On completion of this manoeuvre, the first receiver may be cleared to the astern position
behind its new hose.
j. Reforming. Once cleared from behind the hose, receivers will reform in echelon in the
Reform Position. See Figure 1-3F.
k. Refuelling Subsequent Receiver(s). The next receiver waiting in the Observation

Position will remain in that position until cleared by the tanker to move behind the hose. Before
moving, the receiver(s) must also visually confirm that the previous receiver(s) have moved
towards the Reform Position.
l. Other Receivers Joining. Receivers must exercise caution as other formations may be
joining the tanker at the same time as they are reforming and departing. See Figure 1-3H.
m. Silent Procedures. During silent procedures, tankers will use visual signals to clear
receivers to reposition. Receivers remain responsible for ensuring that the area into which they
are moving has been vacated by the previous receiver.
107 Joining – Boom
a. Join - Single Tanker – Observation Position. Receivers arrive from tanker’s left side,
unless the lead tanker directs otherwise, and form up in the observation position. The observation
position is behind the wingline of the tanker. See Figure 1-4 and Figure 1-5A.
(1) First Boom Receiver. The boom operator has a good rear view of the receiver and is
able to give detailed commentary and advice to both the receiver and the tanker. If cleared by
the tanker, the first receiver of a formation may join directly behind the boom. The receiver
visually must confirm that no AAR is in progress and that the boom is lowered. See Figures 1-
5B.
(2) Remainder of Formation. All other members of the formation should form up in the
observation position. See Figures 1-5A and B.
b. Joining Multi Tanker Formations. Multi-tanker formations are to be in echelon right

formation during receiver joins. Receivers are normally to join on the left of a multi-tanker
formation, or to the left of their assigned tanker once visual with the complete formation. See
Figures 1-5A and 1-5B.
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Figure 1-3. Diagram of Receiver Flow Around a Probe and Drogue Tanker
Fig 1-3A. Receivers Join on Left Wing Fig 1-3B. Observation
Fig 1-3C. Pair Move Aft Fig 1-3D. Receivers in

Astern Position Fig 1-3E. Both in Contact
Fig 1-3F. Receivers Fig 1-3G. 2nd Pair Fig 1-3H. Complete & Receivers
Complete Aft Join
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108 Joining – Boom Tankers
a. Join - Single Tanker – Observation Position. Receivers arrive from tanker’s left side,
unless the lead tanker directs otherwise, and form up in the observation position. The observation
position is behind the wingline of the tanker. See Figure 1-4.
b. Receiver Sequence. To ensure safe operations, the tanker will direct receivers to the
formation position that they are to adopt, ie the observation, refuelling or reform areas.
Furthermore, the tanker will direct when receiver aircraft are to reposition, and then only one
aircraft at a time is to be changing formation position; all other aircraft should remain steady in the
formation position allocated by the tanker; this command may be given by radio or by using the
standard procedural signals in EMCON conditions. See Figure 1-5 for illustrations of controlled
receiver flow around the tanker.
c. Collision Avoidance. Receivers are responsible for ensuring that the airspace they are
moving into is clear of other aircraft. In addition, moving receivers are mutually responsible for
ensuring that they do not collide with other repositioning aircraft.
d. Boom Signals. The standard signal given by the boom operator to clear the receiver to the
astern position is lowering the boom. Refer to Part 2 Chapter 5 Annex 5C Figure 5C-3.
e. Receiver Flow – Single Tanker
(1) One Tanker and One Receiver. The standard flow for boom AAR operations between
one tanker and one receiver is for the receiver to join directly behind the boom, only if the
receiver has visually confirmed that no AAR is in progress and that the boom is lowered.
(2) One Tanker and More Than One Receiver. With the exception of non-bomber
heavy receivers that flow from right to left, for two or more receivers the standard flow is left
to right. This standard may only be adjusted when airspace, ATO, or SPINS make flowing
from left to right impossible.
f. Refuelling First Receiver. The first receiver is refuelled and, when complete moves to the
reform position on the right wing. See Figures 1-5C and 1-5D.
(1) Receiver/Tanker Formation. Once in position, the receiver pilot flies close formation
with the tanker, although this can be complicated by wake turbulence.
(2) Boom/Receiver Mating. The boom is unlatched from its stowed position and “flown”
towards the receiver by the boom operator using the attached wings. The telescoping section
is then hydraulically extended until the nozzle fits into the receiver's receptacle.
(3) Fuel Flow. Following connection of the boom nozzle with the receiver’s receptacle, an
electrical signal is passed between the boom and receiver, hydraulically opening valves. At
this point, the tanker activates pumps to drive fuel through the boom, and into the receiver.
(4) Indicator Lights. Once the two aircraft are mated, additional lights (pilot director lights
(PDLs)) on the tanker, activated by sensing switches in the boom, illuminate if the receiver
flies too low or too high, or too near or too far away.
g. Refuelling Complete. When fuelling is complete, the valves are closed and the boom is
automatically or manually retracted.
h. Reforming. Once cleared from behind the boom, receivers will reform in echelon in the
Reform Position. See Figure 1-5D.
_____________________________________________________________________
Part 2 1-10 Change 1

ATP-56(B)
Part 2 Chapter 1
_____________________________________________________________________
i. Refuelling Subsequent Receivers. The next receiver(s) waiting in the Observation

Position will remain in that position until cleared by the tanker to move. Once the refuelled
receiver is clear of the boom and moving towards the reform position, the next receiver in the
sequence will be directed to the astern position and then complete the refuelling sequence
discussed above. Before moving, the receiver must also visually confirm that the previous
receiver has moved towards the Reform Position. See Figure 1-5E.
j. Other Receivers Joining. Receivers must exercise caution as other formations may be
joining the tanker at the same time as they are reforming and departing. See Figures 1-5F and 1-
5G.
k. Silent Procedures. During silent procedures, tankers will use visual signals to clear
receivers to reposition. See Part 2, Annex 5C, Figure 5C-3. Receivers should comply with the
controlled formation changes detailed above.
109 Refuelling – Boom Drogue Adaptor (BDA). Part 1 Chapter 3, para 304 describes how the
boom is modified through the BDA to allow probe receiver aircraft to take on fuel. In order to achieve a
successful transfer of fuel, the tanker and receiver must comply with the following:
a. The tanker flies straight and level, and the drogue is allowed to trail out behind and below it.
b. Probe equipped receivers should adopt formation positions appropriate to a tanker with an
observer in the rear of the tanker (Figures 1-2 and 1-4).
c. The drogue can be flown by the boom operator but the receiver must fly the probe directly into
the basket to make contact.
d. The boom operator holds the BDA as motionless as possible.
e. The receiver must make contact with the drogue and then move forward and offset to one side.
f. After the receiver states "contact" the boom operator triggers contact which allows the tanker
pilot to start the AAR pumps and offload fuel.
g. The receiver maintains position during refuelling, keeping an eye on the hose to make sure he
remains in a suitable position.
h. When fuelling is complete, the receiver decelerates firmly enough to extract the probe out of
the basket. The line of rearward movement should straighten the hose and place the probe along
the same longitudinal access as the boom and hose, thereby minimising lateral loads on the probe.
_____________________________________________________________________

ATP-56(B)
Part 2 Chapter 1
_____________________________________________________________________
Figure 1-4. Diagram of Key Areas Around a Boom Tanker
REFORM AREA
4
3
2
1
BOOM
1 REFUELLING
AREA
OBSERVATION AREA
_____________________________________________________________________

ATP-56(B)
Part 2 Chapter 1
_____________________________________________________________________
Figure 1-5. Diagram of Receiver Flow Around a Boom Tanker
Fig 1-5A. Join –

No 1 to Boom, Remainder to Left Wing Fig 1-5B. Observation
Fig 1-5D. 1st Receiver to Fig 1-5E. 2nd Receiver

Fig 1-5C. Receiver Refuels Reform Position Refuels
Fig 1-5F. Receivers Joins Fig 1-5G. Formation Departs

_____________________________________________________________________

ATP-56(B)
Part 2 Chapter 1
_____________________________________________________________________
110 Leaving
a. Boom Fighters and Probe and Drogue Receivers (Fighter and Heavy Aircraft).
Once refuelling is complete, receivers will be cleared to the reform position. If there are two or
more receivers, they should reform using echelon right formation, moving sequentially outboard
of the tanker with the first receiver remaining closest to the tanker’s wing. From this position,
they leave the tanker either level with the tanker or climbing.
(1) Vertical Separation. Normally, receivers must not descend from a tanker formation
unless co-ordinated with an ATC or other controlling unit as other receivers are likely to be
joining the tanker from below.
b. Heavy Receivers - Boom. Normally, on completion of AAR, the tanker(s) will climb to
the top of the AAR block and the receiver will descend to the bottom of the AAR block. While
obtaining the tanker post AAR report, the receiver is to manoeuvre to a position that ensures safe
separation from the tanker(s). Thereafter, the tanker is to return to the designated ATC or control
frequency.
(1) Receivers Required to Climb. Where receiver(s) are required to accelerate and climb
on the refuelling heading, the receiver(s) will manoeuvre either left or right (with minimum of
1 nm separation) of the tanker(s) prior to accelerating and climbing. This will preclude the
departing receiver’s jet wash from causing injury to personnel on or damage to the remaining
tanker(s).
111 Types of RV
a. RV Alpha (Anchor RV). This is a procedure directed by a radar control station, whether
ground based, seaborne, or airborne (AEW); details are at Part 2 Annex 1A.
b. RV Bravo. This is a heading based procedure which utilises air-to-air equipment of both
tanker and receiver. The tanker controls the procedure; details are at Part 2 Annex 1B.
c. RV Charlie. This is a heading based procedure similar to the RV Bravo which allows
receivers with an Airborne Intercept (AI) radar to control the procedure once positive AI radar
contact is established; details are at Part 2 Annex 1C.
d. RV Delta (Point Parallel). This procedure requires the receiver to maintain an agreed track
and the tanker to maintain the reciprocal track, offset a pre-determined distance; details are at Part
2 Annex 1D.
e. RV Echo (Timing). This procedure is intended for use in support of a combat air patrol
(CAP); particularly during periods of EMCON constraints; details are at Part 2 Annex 1E
f. RV Foxtrot (Sequenced). This procedure is normally used when the tanker and receiver
operate from the same base; details of the accompanied/buddy climb and tailchase departure are at
Part 2 Annex 1F.
g. RV Golf (En-route). This procedure facilitates join up on a common track to make good a
scheduled time. The receivers may have departed either from the same or different bases. There
are a number of enroute RVs; details are at Part 2 Annex 1G.
112 Equipment Unserviceabilities. In the event of equipment unserviceabilities which prevent

the implementation of a RV procedure according to plan, the tanker is to make good the pre-arranged
time at the control point and orbit left until a join-up is achieved, or, at the tanker commander’s
discretion, the attempt to RV is abandoned.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex1A
_____________________________________________________________________
PART 2 - ANNEX 1A
RV Alpha (Anchor RV)

101A Introduction. The RV Alpha (Anchor) procedure is a RV carried out under the control of a
radar station on the ground, in the air or on-board ship. The RV Alpha is normally used to vector
receivers to tankers operating on an AARA/anchor area but may be used as required in any situation.
However, with the agreement of the tanker, the controller may give the tanker alterations of heading to
effect a quicker join-up.
102A Procedure. The essential requirement for a RV Alpha is positive control by the radar controller
to bring the receiver to an ideal position of 1 nm behind and 1000 ft below the tanker.
a. Track Requirements. The radar controller will either anchor the tanker or provide
headings for it to fly.
b. Tanker Responsibilities. The tanker(s) is(are) to:
(1) Fly an anchor orbit unless directed otherwise by the radar controller.
(2) Be at the base AAR altitude.
(3) Normally, fly the turns at either 15 or 25 AOB.
c. Receiver Responsibilities. Receiver(s) are to:
(1) FL/Altitude/Height. When directed by the controlling agency, be established at 1,000 ft
below the assigned base air refuelling altitude.
(2) Heading. Fly headings as directed by the controlling agency.
(3) Receiver Takes Control of RV. Complete the RV using organic AI radar once radar
contact with the tanker is established and call:
“(Callsign) Judy”
(4) Receiver Visual with Tanker. When visual with the tanker and EMCON procedures
permit the use of radios, the receiver calls:
“(Callsign) visual”
and is then cleared by the tanker to join (on the left unless directed otherwise by the tanker).
d. Communication Procedures. Whilst on station, the tanker will monitor the published
AAR frequency. When the controlling agency initiates the receiver RV, it will ensure that the
receiver(s) confirm their FL/altitude/height, A/A TACAN (channel), Mode 3 and armament state
to the tanker.
(1) In EMCON 1, the receiver(s) should not close inside 1 nm until radio contact is
established with the tanker.
(2) If either the tanker or receiver(s) is not at its briefed FL/altitude/height an additional radio
call is to be made when established at its nominated FL/altitude/height.
(3) During EMCON 2, radio calls will not be made unless they are necessary to ensure safe
vertical separation.
e. Vertical Separation. The RV vertical separation is to be maintained until 1nm from the
tanker(s) and visual contact is established. The receiver(s) will then commence a gradual climb to
the astern (boom) or observation position (drogue). If the tanker(s) is not acquired visually by 1
nm, use the procedures described in Part 2 Chapter 1, para 102d.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex1A
_____________________________________________________________________
f. Navigation Responsibilities During AAR. Unless the controlling agency is vectoring the
tanker, navigation is the tanker’s responsibility from the astern position (boom) or observation
position (drogue) until the receiver(s) depart the tanker. Nevertheless, receivers should monitor
their navigation systems to ensure situational awareness.
103A Control. Where a radar station provides advisory information, as distinct from control, one of
the other types of RV should be planned. In this case, the information passed by the radar station may be
used to supplement the use of airborne aids.
104A Anchor Pattern
a. The refuelling anchor pattern is a left-hand racetrack with legs separated by as little as 7 nm
for smaller, slower tankers such as the KC-130 and as much as 20 nm for larger, faster tankers.
The standard leg length for this pattern is 50 nm, as shown in Figure 1A-1.
b. The location of the pattern is determined by the anchor point and the orientation of the
inbound course.
c. Single tankers or tanker formations may be used in the anchor. Routinely, single tankers will
be separated by 4000 ft; tanker formations will be separated by 4000 ft between the highest
aircraft in the lower formation and the lead aircraft of the next higher formation. (The actual
vertical separation between tanker formations will be briefed in the SPINS or pre-flight formation
brief. Normally, 3000 ft should be considered the minimum for safe vertical separation between
multiple tanker formations).
d. Anchor AAR tracks requiring frequent turns should be flown in trail or offset trail
(approximately 20° echelon, as described in Part 2 Annex 2A).
Figure 1A-1. Anchor Pattern
7 – 20 NM
ANCHOR
POINT
105A Alternative Anchor Pattern. In the event that a radar control unit is not available to control
an anchor RV, an alternative anchor pattern is to be flown. This pattern is shown at Figure 1A-2 and the
RV procedure is described in Part 2 Annex 1D.
Figure 1A-2. Alternate Anchor Pattern
ANCHOR
RVIP POINT
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1B
_____________________________________________________________________
PART 2 - ANNEX 1B
RV Bravo
101B Introduction. The RV Bravo is a heading based procedure that utilises air to air equipment of
both tanker and receiver; it is ideally suited for situations where accuracy of the navigation equipment of
the tanker or receiver is in doubt or degraded. It has a further advantage in that it does not require a pre-
briefed AAR track. However, for briefed tasks a RVIP, the receiver’s inbound track and a RV control
time are normally designated. This procedure caters for non-AI radar equipped receivers; it is also
suitable for large or battle-damaged receivers, because the tanker performs all turns during the procedure.
As this procedure is heading rather than track based, it may not be suited to a busy ATC environment.
102B Procedure
a. Track Requirements. A reciprocal head-on approach without lateral displacement is set

up. To give sufficient time to correct any heading error, a minimum initial head-on separation of
100 nm is desirable. See Figure 1B-1.
b. Navigation to the RVIP. For maximum flexibility, the tanker should plan to have time in
hand and a timing racetrack should be set up to the left at a convenient position up-track from the
ARCP. Both aircraft navigate to make good the RVIP at the RVCT.
c. Receiver and Tanker Airspeeds
(1) The tanker flies at the indicated refuel speed for the receiver. This speed is available in the
appropriate National Annex, through the SPINS or arranged between the tanker and receiver
on the ground or in the air prior to AAR.
(2) The tanker translates the indicated refuel speed into TAS for the RV altitude (Part 2
Chapter 1, Annex D, Figures 1D-2 and 1D-3), applies it to the appropriate AOB table (Figure
1B-2) and calculates the turn range.
(3) The receiver should normally fly the procedure at the tanker’s speed (KIAS) plus 20 kts.
d. Transmission for Direction Finding (DF)
(1) After the RV Initial Call has been made, the tanker crew is to call ‘Transmit for DF’ or use
any other suitable equipment to ascertain relative positions.
(2) The tanker is to control the heading of the receiver to establish it on a reciprocal heading.
Example:
(a) Tanker and receiver established on heading 090º and 270º respectively.
(b) The tanker pilot calls “Transmit for DF’ and then establishes that the relative
bearing of the receiver is 20º right of the tanker’s nose.
(c) He then calls for the receiver aircraft to turn 10º right onto 280º and changes his own
heading to 100º.
(3) As the RV progresses, further 10 second carrier wave transmissions are to be requested to
refine the head-on approach using the technique described in paras 102B.d (1) and (2).
_____________________________________________________________________
Part 2 1B-1 Change 1

ATP-56(B)
Part 2 Annex 1B
_____________________________________________________________________
e. Tanker Turn Range. When the appropriate turn range is reached, see para 102B.c, the
tanker is to turn to the left through 225°.
f. Tanker Reversal onto Receiver’s Track
(1) On roll-out, the tanker is to take a bearing on the receiver using DF or other suitable
equipment, obtain a range using A/A TACAN and start a stop-watch.
(2) These figures are plotted on the chart at Figure 1B-3 to obtain a time to run to the final
turn onto the receiver’s heading.
(a) Ideally, the receiver’s relative bearing from the tanker should be 285o and
adjustments to the tanker/receiver speeds are not required.
(b) However, if the bearing is other than 285o, using Figure 1B-3 the tanker must adjust
speed to re-establish the ideal RV geometry.
103B Control. The RV Bravo is to be controlled throughout by the tanker unless, because of
equipment unserviceabilities, the tanker makes a positive handover of control to the receiver. Should its
equipment be unserviceable, the tanker, without relinquishing control, is to request the receiver to use its
own equipment to establish the head-on approach. The receiver is to advise the tanker of all alterations
of heading. Range information may be obtained from a ground radar unit.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1B
_____________________________________________________________________
Figure 1B-1. Diagram of RV Bravo
RVIP
RVCP
NOTES:
1. A minimum initial head-on separation of 100 nm (A-B) should be planned.

2. C-D = turn range.
3. The tanker racetrack is shown in an ideal position but it may be planned elsewhere
as required.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1B
_____________________________________________________________________
Figure 1B-2. RV Bravo Turn Range
Tanker 25o AOB Tanker 15o AOB

Tanker Speed Turn Range Tanker Speed Turn Range
(TAS) (NM) (TAS) (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
370 19.2
380 20.1
390 21.1
400 22.1
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
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1B
_____________________________________________________________________
Figure 1B-3. RV Bravo Correction Chart
ASSUMPTIONS
1. Tanker 25ºAOB
2. Tanker rolls out 1 nm ahead of receiver
3. Receiver IAS 20 kts above tanker
4. ISA
5. Tanker in the turn at range specified
NOTES:
1. When tanker is on a heading of 45o less than the receivers, obtain relative bearing
and A/A TACAN range and start stop-watch.
2. Adjust tanker speed, based on left hand speed scale, if relative bearing is other
than 285o.
3. Plot receiver’s position on chart and determine tanker’s distance/time to the final
turn.
4. Tanker turns onto receiver’s heading at appropriate distance/time.
5. If A/A Tacan range decreases and then starts to increase again, ignore timing and
turn immediately on to receiver’s heading then carry out DF to resolve relative position.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1B
_____________________________________________________________________
INTENTIONALLY BLANK
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1C
_____________________________________________________________________
PART 2 - ANNEX 1C
RV Charlie
101C Introduction. The RV Charlie is a heading based procedure (similar to the RV Bravo) that
allows receivers with an AI radar to control the RV once positive AI radar contact is established. It is
thus ideally suited when accuracy of tanker navigation equipment is in doubt or degraded. It does not
require a pre-briefed AAR track. However, for briefed tasks a RVIP, the receiver’s inbound track and a
RVCT are designated. It requires the receiver to use an AI radar to complete the RV. As this procedure
is heading rather than track based, it may not be suited to a busy ATC environment.
102C Procedure
a. Track Requirements. A reciprocal head-on approach with no lateral displacement is set up.
To give sufficient time to correct any heading error, a minimum initial head-on separation of 100
nm is desirable; see Figure 1C-1.
b. Navigation to the RVIP. For maximum flexibility, the tanker should plan to have time in
hand; a left hand timing racetrack may be set up at a convenient position up-track from the RVIP,
if required. Both aircraft navigate to make good the RVIP at the RVCT.
c. Receiver and Tanker Airspeeds
(1) The tanker flies at the indicated refuel speed for the receiver. This speed is available in the
appropriate National Annex, through the SPINS or arranged between the tanker and receiver
(2) The tanker translates the indicated refuel speed into TAS for the RV altitude (Part 2
Chapter 1, Annex D, Figures 1D-2 and 1D-3), applies it to the appropriate AOB table (Figure
1C-2) and calculates the turn range dependent on drift.
(3) The receiver should normally fly the procedure at the tanker’s speed (KIAS) plus 20 kts.
d. Transmission for Direction Finding (DF)
(1) After the RV Initial Call has been made, the pilot in control is to call ‘Transmit for DF’ or
use any other suitable equipment to ascertain relative positions.
(2) The controlling aircraft is to establish the other aircraft on a reciprocal heading.
Example:
(a) Tanker and receiver established on heading 360º and 180º respectively.
(b) The pilot in control calls “Transmit for DF’ and then establishes that the relative
bearing of the tanker is 20º left of the receiver’s nose.
(c) He then calls for the tanker to turn 10º left onto 350º and changes his own heading to
170º.
_____________________________________________________________________
Part 2 1C-1 Change 1

ATP-56(B)
Part 2 Annex 1C
_____________________________________________________________________
(3) As the RV progresses, further 10 second carrier wave transmissions are to be requested to
refine the head-on approach using the technique described in paras 102C.d(1) and (2).
(4) Separation between aircraft is to be measured using A/A TACAN or AI equipment.
(5) The turn range must be passed to and acknowledged by the receiver.
e. Tanker and Receiver Turn Range
(1) When the turn range is reached, see Figure 1C-2, the tanker is to turn left through 180o and
the receiver(s) is to turn right 45o using 45o AOB and roll out wings level.
(2) When required, the receiver(s) is to commence a left turn to roll-out onto the tanker’s
heading.
(3) If visual at anytime during the RV, the receiver(s) is to adjust flight path as necessary to
expedite the RV.
103C Control
a. Initial Control. The initial control of RV Charlie (achieving and maintaining the head-on
approach) is usually accomplished by the tanker.
b. Receiver Control. When the receiver has closed to effective AI range and is able to
complete the procedure unassisted, the receiver is to call ‘Judy’ and then take control. On
occasions it may be more appropriate for suitably equipped receivers to control the procedure
throughout; however, it is important to establish clearly which aircraft is in control. Therefore, as
a standard procedure, the tanker controls the RV, unless management for the whole RV is
positively handed to the receiver.
c. Turn to ARCP. Each aircraft is to turn towards the RVCP at the turn range.
d. Failure to Achieve AI Contact. In the event of the receiver not gaining AI contact, this
procedure can revert to an RV Bravo (Part 2 Chapter 1, Annex B) as long as there is adequate
split range.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1C
_____________________________________________________________________
Figure 1C-1. Diagram of RV Charlie
Ch
RVCP
NOTES:
1. A minimum initial head-on separation of 100 nm (A-B) should be planned.

2. C-D = turn range.
3. The tanker racetrack is shown in an ideal position but it may be planned elsewhere
as required.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1C
_____________________________________________________________________
Figure 1C-2. RV Charlie Turn Range
TANKER 25o AOB TANKER 15o AOB

RECEIVER 45o AOB RECEIVER 45o AOB
TANKER SPEED TURN RANGE TANKER SPEED TURN RANGE
(TAS) (NM) (TAS) (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
370 12.0
380 12.5
390 13.1
400 13.7
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
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
PART 2 - ANNEX 1D
RV Delta (Point Parallel)

101D Introduction. The RV Delta (Point Parallel) procedure requires the receiver to maintain an
agreed track and the tanker to maintain the reciprocal track, offset a pre-determined distance; see Figure
1D-1.
102D Procedure
a. Track Requirements. A common track of at least 70 nm is usually the minimum

requirement for the RV and consists of a straight line between the RVIP and the RVCP.
b. Receiver and Tanker Airspeeds. Two methods exist to determine when the tanker
initiates its final turn onto the receiver’s heading.
(1) Option 1 - Tanker Airspeed Known to Receiver
(a) RV Speed - Tanker. The tanker flies at the indicated refuel speed for the receiver.
This speed is available in the appropriate National Annex, through SPINS or pre-arranged
between the tanker and receiver on the ground or in the air prior to AAR.
(b) Turn Range. The tanker translates the indicated refuel speed into TAS (Figure 1D-
2 or Figure 1D-3), applies it to the appropriate AOB table (Figure 1D-4 or Figure 1D-5)
and calculates the turn range dependent on drift.
(c) RV Speed – Receiver. The receiver should normally fly the procedure at the
tanker’s speed (KIAS) plus 20 kts.
(d) Turn Range and Offset Calculation. The worksheet at Figure 1D-6 provides a
step by step approach to calculating the tanker turn range and offset.
(e) Receiver Roll Out Range. The data in Figure 1D-4 or Figure 1D-5 should result
in the tanker rolling out with the receiver 1 nm behind the tanker.
(2) Option 2 - Receiver Airspeed Known to Tanker (Normal USAF Procedure)
(a) RV Speed – Receiver. The tanker extracts the receiver indicated RV speed from
the appropriate National Annex, SPINS or as pre-arranged between the tanker and receiver
(b) RV Closure Speed. The tanker translates the receiver’s indicated refuel speed into
TAS using the table at Figure 1D-2 or Figure 1D-3 and adds it to the tanker’s TAS to
calculate the RV closure speed.
(c) Turn Range. Entering the appropriate table in Figures 1D-7 or Figure 1D-9 with
the RV closure speed will provide the tanker’s turn range, dependent on AOB.
(d) Anchor Offset. The anchor offset, corrected for drift and tanker TAS is derived
from Figure 1D-8 or Figure 1D-10, dependent on AOB.
(e) Back-Up Turn Time. Figure 1D-12 provides a backup time to turn based on a
known hack range and closure speed.
_____________________________________________________________________
Part 2 1D-1 Change 1

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
(f) Turn Range and Offset Calculation. The worksheet at Figure 1D-13 provides a
step by step approach to calculating the tanker turn range and offset.
(g) Receiver Roll Out Range. The data in Figure 1D-7 or Figure 1D-8 will result in
the tanker rolling out with the receiver behind the tanker at 3 nm, ½ nm or 1 nm in front of
the tanker, depending on the receiver AAR speed.
(h) Turn Range/Offset Correction - 3 NM Rollout. During an RV Delta execution,

if the actual offset differs from that derived using the instructions in para 102D (2) (f), use
Figure 1D-11 to calculate the corrected turn/offset parameters. Using the calculated turn
range and offset pairing, enter the chart at column A. Move horizontally through columns
B to G to find the actual offset. At the intersection of these variables, identify the revised
turn range that will result in a 3 nm RV Delta tanker/receiver rollout.
Example 1: VC10 tanker at FL 230, Tornado F3 receiver at FL220, OAT at tanker altitude minus 35ºC
with 15º right drift on the RVIP to RVCP leg.
Tanker RV Speed. From UK National Annex VC10 tanker speed = 280 KIAS
Receiver RV Speed. Receiver flies tanker KIAS + 20 kts.
Using the above data and referencing the Figures identified in Column C of Figure 1D-6, the
appropriate interpolated values extracted from the tables will provide both the anchor offset and tanker
turn range.
A B C D E
PARAMETER REFERENCE TANKER RECEIVER
1 ALTITUDE FL230 FL220
2 TANKER
TANKER RV IAS NATIONAL 280
ANNEX
3 RECEIVER RV IAS
300
(=TANKER IAS +20 KTS)
4 TANKER RV TAS FIG 1D-2 or 3 386
5 ACTUAL TEMP -35
6 STD TEMP FIG 1D-2 -31
7 ACTUAL – STD (Row 4 – Row 5) - 4
(<STD = REDUCE BY 1 kt / ºC) +

(>STD = INCREASE BY 1 kt / ºC)
8 CORRECTED TAS
382
(Row 3±Row 6)
9 RVIP TO RVCP DRIFT 15 L/R
10 TURN RANGE FIG 1D-4 or 5 23.0
11 OFFSET FIG 1D-4 or 5 13.4
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Example 2: KC-10 Tanker at FL 230, F-16A receiver at FL220, OAT at tanker altitude minus 28ºC
with 10º left drift on the RVIP to RVCP leg.
Tanker RV Speed. KC-10 tanker speed (varies with aircraft weight) = 275 KIAS.
Receiver RV Speed. Figure ZE-4 to Annex ZE provides receiver RV speed of 345 KIAS.
Using the above data and referencing the Figures identified in Column C of Figure 1D-13, the
appropriate interpolated values extracted from the tables will provide both the anchor offset and tanker
turn range.
Using a few fixed range points and the closure TAS, a backup time to turn can be calculated. These
times are extracted from Figure1D-12.
A B C D E F
TANKER
2 RV IAS NATIONAL 275 345
ANNEX
3 RV TAS FIG 1D-2 or 3 380 467
4 ACTUAL TEMP -28
5 STD TEMP FIG 1D-2 -31

ACTUAL – STD (Row 4 – Row 5) -
6
(<STD = REDUCE BY 1 kt / ºC) + 3
CORRECTED TAS
7 383 470
(Row 3±Row 6)
CLOSURE TAS (RCVR +
8 853
TNKR)
DERIVED
FROM
9 RVIP TO RVCP DRIFT 10 L/R
TANKER NAV
SYSTEM
10 TURN RANGE FIG 1D-7 or 9 21.2
11 OFFSET FIG 1D-8 or 10 7
12 50 MN TIMING BACKUP FIG 1D-12 1:47
13 30 NM TIMING BACKUP FIG 1D-12 0:23
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
c. Tanker Responsibilities. The tanker(s) is(are):
(1) Responsible for directing the rendezvous.
(2) To be at the base AAR altitude.
(3) May enter the refuelling holding orbit from any direction.
(4) To attempt to arrive at least 15 min before the RVCT and, normally, establish a left-hand
holding pattern using the RVCP as an anchor point.
(5) Normally, to fly the straight legs for 2 min duration and fly the turns at either 15º or
25ºAOB.
d. Receiver Responsibilities. Receiver(s) will:
(1) Be established at 1000 ft below the assigned base AAR altitude when departing the RVIP.
(2) Enter the track via the RVIP and should aim to be at the RVCP at the RVCT (see Figure
1D-1).
(3) Depart from the RVIP and not deviate from the RVIP/RVCP centreline unless directed to
do so by the tanker.
(4) Aid the RV, when so equipped, by remaining in electronic contact on radar, A/A TACAN,
TCAS or other means as soon as possible, but no later than 50 nm range or the RVIP,
whichever occurs first, until reaching the observation position (drogue) or astern position
(boom).
e. Communication Procedures. Fifteen minutes prior to the RVCT the tanker and the
receiver(s) are to confirm their FL/altitude/height, A/A TACAN (channel), Mode 3, armament
state and timing. The receiver(s) should fly down track towards the RVCP with A/A TACAN and
radar beacon on (if appropriate) at 1000 ft below the base AAR altitude.
(1) If radio contact between the tanker and receiver has not been established prior to the
RVCT, the tanker will maintain orbit over the RVCP until 10 min after the RVCT, unless
otherwise briefed.
(2) If either the tanker or receiver(s) is not at its briefed FL/altitude/height an additional radio
call is to be made when established at its nominated FL/altitude/height.
(3) The tanker must not initiate the turn in front of the receiver(s) until the receivers confirm
that they are level at their assigned FL/altitude/height.
(4) During EMCON 2, radio calls will not be made during the RV unless they are necessary to
ensure safe vertical separation. However, an astern RT call is required to ensure two way
contact between the tanker and receiver(s).
f. Initiation of RV by Tanker. The tanker will fly the outbound leg at the appropriate offset
from the common track in a holding pattern, see Figures 1D-4, 1D-5, 1D-7 and 1D-8 as
appropriate, until it is determined by A/A TACAN, AI equipment, radar beacon (if equipped) or
radio call that the receiver(s) are at the RVIP. At that point, the tanker will either extend the
outbound leg or, if inbound to the RVCP, turn to the reciprocal of the receiver’s in-bound track to
close with the receiver.
g. Initiation of Tanker’s Final Turn. At the appropriate turn range (slant range), the tanker
initiates a turn to return to the RVIP - RVCP track, inbound to the RVCP. If applicable, in
EMCON 1, after turning through 90° the tanker is to call ‘halfway round the turn’. This is the
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
best time to determine if an overrun condition exists and the best time for visual acquisition. If an
overrun condition exists, carry out the appropriate actions as described in Part 2 Chapter1, para
104.
h. Vertical Separation. The RV vertical separation is to be maintained until 1 nm of the

tanker and visual contact is established. The receiver(s) will then commence a gradual climb to
the astern (boom) or observation position (drogue).
i. Tanker/Receiver Rollout Range. At completion of the turn, receivers are normally 3 nm

(US procedures) or 1 nm (other nations) in trail of the tanker(s).
j. Tanker Speed Adjustment. Tankers adjust to refuelling air speed when rolled out toward
the RVCP.
k. Navigation Responsibilities During AAR. Navigation responsibility from the astern

position (boom) or observation position (drogue) until the receiver(s) depart the tanker is
primarily with the tanker, with receivers monitoring their navigation system to ensure situational
awareness.
NOTE
Radio silence must be broken if the tanker or receiver determines that

either the tanker or receiver will exceed ATC protected airspace while
manoeuvring to attain the offset.
l. Late Arrival of Receivers. In the event that the receiver(s) is(are) delayed, the tanker is to
normally maintains a left-hand holding orbit over the RVCP until 10 min after the RVCT, unless
otherwise briefed.
m. RV with Correct Receiver. Tankers must ensure that they do not attempt to RV with the
wrong receiver. Comparing the A/A TACAN DME and the TCAS target distance is an effective
method of establishing positive identification. Additionally, to aid the receiver in identifying the
tanker, if the tanker does not receive a communication from the receiver by RVCT minus 10 min,
the tanker will transmit in the blind giving the information normally given during the RV. The
tanker will cross the RVCP at the RVCT and at subsequent intervals of 8 min thereafter until the
receiver has cancelled or the tanker must depart or is directed to proceed on its mission.
n. Missed RV Procedures. If contact is not established between the tanker and receiver, the
tanker will arrive at the RVCP at the RVCT. When either aircraft arrives at the RVCP and does
not have visual contact with the other, the aircraft will cross the RVCP at the appropriate altitude
at the RVCT and at subsequent intervals of 8 min thereafter. While in the orbit, every attempt
should be made to establish visual contact with the other aircraft. The length of the delay and the
decision as to when to terminate radio silence should be determined during mission planning prior
to flight.
103D Overtake RV Delta (Point Parallel). This procedure assumes that the tanker’s normal
cruising height and speed are higher than that of the receiver. It is similar to the RV Delta (Point
Parallel) except the tanker plans to roll out 1 nm behind the receiver(s), see Figure 1D-7.
a. RVCP – Receiver. The receiver(s) plans to arrive at the RVCP on time, at the base altitude
minus 1000 ft.
b. RVCP-Tanker. The tanker arrives at the RVCP one minute after the receiver at the base
altitude.
c. Overtake - Tanker. The tanker then overtakes above the receiver(s) at the base altitude and
slows down to position 1 nm in front of the receiver(s) at the refuelling speed.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
d. Climb - Receiver. Once visual with the tanker, the receiver(s) climb(s) to the tanker’s base
altitude.
e. RV Control. The tanker maintains control of the overtake RV Delta (Point Parallel)
throughout.
f. RT Call – Receiver. The receiver(s) must ensure that correct track, FL/altitude/height and
speed are flown and, during EMCON 1, the tanker is to call ‘turn’ at the turn range.
g. EMCON 3. It is possible to fly this procedure in EMCON 3 but aircraft must be at the correct
FL/altitude/height.
104D Modified RV Delta (Point Parallel) (EC-135, E-3, E-4, C-130). A modified point parallel
RV is a procedure used to accomplish an RV with an EC-135/E-4 aircraft in a Post-Attack Command and
Control System (PACCS) orbit, an E-3 on AWACS patrol, or a C-130 in a special on-station orbit; see
Figure 1D-6. The following procedures will be used:
a. RVIP. The RVIP will be located at one of the turn points.
b. RVCP. The RVCP will be located at the turn point on the opposite direction track.
c. Descent – Receiver. If receiver requirements prevent early descent to RV altitude, the

receiver may descend after passing the RVIP; however, the receiver must not descend until radio
contact is established with the tanker and safe lateral separation is confirmed.
d. Orbit – Receiver. The receiver will establish a right-hand orbit 1000 ft below AAR altitude
prior to the tanker's entry into the orbit area.
e. Orbit – Tanker. The tanker will be at refuelling altitude upon entering the orbit area and will
establish a standard RV Delta (point parallel) orbit at the RVCP.
f. Departing RVIP – Receiver. The receiver will call departing the RVIP. The receiver will
increase airspeed to closure airspeed during the last half of the turn toward the tanker. After the
receiver rolls out from the turn toward the tanker, normal RV Delta (point parallel) procedures
will be used.
g. Departing RVIP – Tanker. The tanker in the RVCP orbit will turn toward (if flying away
from) or continue toward the RVCP when the receiver calls departing the RVIP.
h. Turn Towards Receiver – Tanker. Two minutes after the receiver's RVIP call, the tanker
will turn toward the receiver.
i. Final Turn – Tanker. At the appropriate turn range (Figures 1D-3, 1D-6 and 1D-7) the
tanker will turn inbound to the RVCP and adjust to appropriate air refuelling speed (Refer to
tanker’s National Annex) when rolled out toward the RVCP.
j. Post RV Actions. Closure and contact will be normal after the RV. The refuelling track
will follow the PACCS/ AWACS/Special Orbit Pattern, remaining within published/briefed orbit
boundaries, using no more than 15º AOB during turns.
k. Departure – Tanker. Upon completion of refuelling, or when cleared by the receiver, the
tanker will depart the area and the receiver will climb to assume normal on-station orbit.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-1. Diagram of RV Delta (Point Parallel)
RVIP
Slant / Turn Range
OFFSET
RVCP
NOTES:
1. The minimum distance between the RVIP and the RVCP should be 70 nm.
2. At the RVIP the receiver(s) call ‘RVIP’ and establish 1000 ft below the base
altitude. If necessary, at the same time the tanker (A) turns on to the reciprocal of the
receiver(s) inbound track and maintains the computed offset.
3. At the turn range (B-C), the tanker turns onto the receiver(s) inbound track.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-2. KCAS to TAS Conversion
TRUE AIRSPEED TABLE

PRESSURE
ALTITUDE
STD
1000 FT
DAY KCAS
TEMP
200 220 240 250 255 265 275 280 285 290 295
6 +3 215 238 259 272 277 288 299 304 309 314 319
8 -1 222 245 266 279 285 296 307 312 318 323 329
10 -3 230 253 274 287 293 304 315 321 327 332 338
12 -7 237 261 282 296 302 313 324 330 336 341 347
13 -11 240 264 286 300 306 318 329 335 341 346 352
14 -13 244 269 291 305 312 324 335 341 347 352 358
15 -15 248 273 295 310 317 329 340 347 353 358 364
16 -17 254 279 301 315 322 334 345 352 358 363 369
17 -19 258 283 305 319 327 339 350 357 363 368 374
18 -21 262 287 310 324 332 344 355 362 368 373 379
19 -23 266 293 316 330 336 349 361 367 373 378 384
20 -25 269 296 320 334 340 353 366 373 379 384 390
21 -27 273 300 324 338 345 359 372 378 385 391 398
22 -29 276 304 328 342 349 363 376 383 390 396 403
23 -31 280 310 335 349 354 367 380 386 393 400 406
24 -33 284 314 340 354 360 374 388 394 401 407 413
25 -35 289 319 346 361 368 382 396 402 409 415 422
26 -37 294 324 352 366 374 387 402 408 415 422 429
27 -38 301 332 360 374 381 395 410 417 424 431 438
28 -40 307 338 365 380 388 401 415 423 431 438 445
29 -42 313 344 373 388 396 408 423 431 439 446 452
30 -44 318 350 378 395 402 416 430 437 444 451 459
32 -48 330 362 392 407 415 429 443 452 460 469 476
34 -52 342 374 405 419 426 442 456 464 472 481 488
36 -56 352 384 418 432 442 458 472 478 485 494 502
PRESSURE
ALTITUDE
STD
1000 FT
DAY KCAS
TEMP
300 305 310 315 320 325 330 335 340 350
6 +3 325 331 336 342 348 354 360 366 372 381
8 -1 335 340 346 352 358 364 370 376 382 391
10 -3 344 349 355 361 367 373 379 385 391 400
12 -7 353 358 364 370 376 382 388 394 400 409
13 -11 358 363 369 375 381 387 393 399 404 414
14 -13 364 369 375 381 387 393 399 405 410 420
15 -15 370 375 381 387 393 399 405 411 416 426
16 -17 375 381 387 393 399 405 411 417 422 432
17 -19 380 386 392 398 404 410 416 422 428 438
18 -21 385 391 397 403 409 415 421 427 434 444
19 -23 390 397 403 409 416 422 428 434 440 451
20 -25 396 403 409 415 422 428 434 440 446 458
21 -27 405 411 417 423 429 435 442 449 455 466
22 -29 410 417 423 430 437 442 449 456 462 473
23 -31 412 419 426 432 439 445 452 459 466 480
24 -33 419 426 433 439 446 453 461 469 476 489
25 -35 428 435 442 449 455 461 468 473 480 493
26 -37 435 442 449 456 462 468 475 482 488 502
27 -38 444 451 458 464 470 477 484 490 496 510
28 -40 452 459 466 473 479 486 493 499 505 518
29 -42 459 466 473 481 487 494 501 508 515 528
30 -44 466 473 480 487 494 501 508 515 523 536
32 -48 484 490 497 504 510 517 525 533 541 554
34 -52 496 503 510 517 523 530 537 545 553 567
36 -56 509 517 524 532 539 547 555 563 570 584
NOTES:
1. For each °C below std day temp subtract 1 knot from std day TAS
2. For each °C above std day temp add 1 knot to std day TAS
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-3. KIAS to TAS Conversion
TRUE AIRSPEED TABLE

PRESSURE
ALTITUDE
1000 FT
KIAS
200 210 225 235 245 250 255 260 270 275 280 285 290
3 212 222 238 249 259 265 269 275 286 291 297 302 307
6 214 224 240 251 261 268 272 278 289 294 298 305 310
9 223 235 251 263 274 279 285 290 302 307 313 318 324
10 227 238 255 267 278 283 289 295 307 312 317 322 328
12 234 245 263 275 286 292 298 303 315 321 327 332 338
14 241 253 271 283 295 301 307 313 325 330 336 342 348
16 249 261 280 292 304 310 316 322 335 341 347 352 359
18 257 269 288 301 314 320 326 332 346 351 357 363 370
20 265 278 298 311 324 330 336 343 356 362 367 374 381
21 270 283 303 316 329 335 342 348 361 367 374 379 387
22 274 288 308 321 334 341 347 355 367 374 380 386 393
23 279 292 313 326 339 347 354 360 372 379 385 392 399
24 283 297 318 332 345 353 359 365 379 384 391 397 404
25 288 302 324 338 351 358 364 371 385 390 397 404 411
26 293 307 329 343 357 363 371 377 390 397 404 410 417
27 298 312 334 348 363 370 376 384 397 404 410 417 424
28 303 318 340 354 369 376 382 390 404 410 417 424 431
29 308 323 345 360 375 385 389 396 411 416 424 431 437
30 313 329 351 366 381 388 395 403 416 424 431 437 445
31 319 335 357 372 387 395 402 410 424 431 437 444 453
32 325 340 364 379 394 401 409 416 431 437 445 452 459
33 331 346 370 385 401 408 416 424 438 445 452 460 466
34 336 352 376 392 407 415 423 431 445 452 460 466 474
35 342 358 382 398 414 422 430 438 454 460 467 474 481
PRESSURE
ALTITUDE
1000 FT
KIAS
300 305 310 315 320 325 330 335 340 345 350 355 360
3 318 323 328 334 339 344 350 355 360 366 371 376 381
6 321 326 331 337 342 347 352 358 364 369 374 379 385
9 335 340 346 351 357 362 368 373 379 385 390 395 401
10 340 345 351 356 362 367 373 378 384 390 395 401 406
12 349 355 361 367 372 378 384 390 395 400 406 412 418
14 360 366 372 377 383 389 395 401 407 412 418 424 430
16 371 372 383 389 395 401 407 412 418 424 430 436 442
18 382 388 394 400 407 413 419 425 431 437 443 449 455
20 394 400 406 412 419 425 431 437 444 450 456 462 469
21 400 406 413 418 425 431 438 444 450 456 463 469 475
22 406 413 419 425 432 438 445 452 457 463 470 476 483
23 411 417 425 431 437 444 451 457 464 470 477 483 490
24 417 424 431 437 444 451 458 464 471 477 484 490 497
25 424 431 437 444 450 458 465 472 478 485 491 497 504
26 431 437 444 450 458 465 472 479 486 492 499 505 512
27 437 445 451 459 466 472 479 486 493 500 506 513 520
28 445 452 459 466 474 480 487 494 501 507 514 521 528
29 452 459 466 474 482 488 494 501 508 515 522 529 536
30 459 466 474 482 490 496 502 509 516 523 530 537 544
31 466 474 481 489 497 503 510 517 524 531 538 545 552
32 474 481 489 496 504 511 518 525 532 539 546 553 560
33 481 489 496 504 512 519 526 533 540 547 554 561 568
34 489 497 504 512 520 527 534 541 549 556 563 570 577
35 497 504 512 521 529 535 542 550 558 564 571 578 585
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-4. RV Delta (Point Parallel) Turn Range and Offset
Tanker 25o AOB
Tanker Turn Range to Achieve a One NM Rollout of Receiver Behind Tanker

Offset (nm) 25° AOB Turn Range (nm)
Drift on IP to CP Leg (°) Tanker Drift on IP to CP Leg (°)
15L 10L 5L 0 5R 10R 15R TAS 15L 10L 5L 0 5R 10R 15R
2.0 2.5 2.9 3.3 3.8 4.3 4.8 230 6.1 6.5 7.0 7.5 8.0 8.5 9.0
2.2 2.7 3.1 3.6 4.1 4.7 5.3 240 6.5 7.0 7.5 8.0 8.6 9.1 9.7
2.4 2.9 3.4 3.9 4.5 5.1 5.7 250 7.0 7.5 8.1 8.6 9.2 9.8 10.5
2.6 3.1 3.7 4.3 4.9 5.5 6.2 260 7.5 8.0 8.6 9.2 9.9 10.5 11.2
2.8 3.4 4.0 4.6 5.2 5.9 6.7 270 8.0 8.6 9.2 9.9 10.6 11.3 12.0
3.0 3.6 4.3 4.9 5.6 6.4 7.2 280 8.5 9.1 9.8 10.5 11.3 12.0 12.9
3.3 3.9 4.6 5.3 6.0 6.8 7.7 290 9.0 9.7 10.4 11.2 12.0 12.8 13.7
3.5 4.2 4.9 5.7 6.5 7.3 8.2 300 9.6 10.3 11.1 11.9 12.8 13.7 14.6
3.7 4.5 5.2 6.0 6.9 7.8 8.8 310 10.1 10.9 11.8 12.6 13.6 14.5 15.5
4.0 4.8 5.6 6.4 7.3 8.3 9.4 320 10.7 11.6 12.5 13.4 14.4 15.4 16.5
4.2 5.1 5.9 6.7 7.8 8.9 10.0 330 11.3 12.2 13.2 14.2 15.2 16.3 17.4
4.5 5.4 6.3 7.3 8.3 9.4 10.6 340 11.9 12.9 13.9 15.0 16.1 17.2 18.4
4.7 5.7 6.7 7.7 8.8 10.0 11.2 350 12.6 13.6 14.7 15.8 17.0 18.2 19.5
5.0 6.0 7.1 8.1 9.3 10.5 11.9 360 13.2 14.3 15.5 16.6 17.9 19.2 20.5
5.3 6.4 7.5 8.6 9.8 11.1 12.5 370 13.9 15.1 16.3 17.5 18.8 20.2 21.6
5.6 6.7 7.9 9.1 10.4 11.7 13.2 380 14.6 15.8 17.1 18.4 19.8 21.2 22.8
5.9 7.1 8.3 9.6 10.9 12.4 13.9 390 15.3 16.6 17.9 19.3 20.8 22.3 23.9
6.2 7.4 8.7 10.1 11.5 13.0 14.7 400 16.1 17.4 18.8 20.3 21.8 23.4 25.1
6.5 7.8 9.2 10.6 12.1 13.7 15.4 410 16.8 18.2 19.7 21.2 22.8 24.5 26.3
6.8 8.2 9.6 11.1 12.7 14.3 16.2 420 17.6 19.1 20.6 22.2 23.9 25.7 27.5
7.2 8.6 10.1 11.6 13.3 15.0 16.9 430 18.4 19.9 21.5 23.2 25.0 26.8 28.8
7.5 9.0 10.5 12.2 13.9 15.7 17.7 440 19.2 20.8 22.5 24.3 26.1 28.0 30.1
7.8 9.4 11.0 12.7 14.5 16.5 18.6 450 20.0 21.7 23.5 25.3 27.2 29.3 31.4
8.2 9.8 11.5 13.3 15.2 17.2 19.4 460 20.8 22.6 24.5 26.4 28.4 30.5 32.8
8.5 10.3 12.0 13.9 15.9 18.0 20.2 470 21.7 23.6 25.5 27.5 29.6 31.8 34.2
8.9 10.7 12.6 14.5 16.5 18.7 21.1 480 22.6 24.5 26.5 28.6 30.8 33.1 35.6
9.3 11.2 13.1 15.1 17.2 19.5 22.0 490 23.5 25.5 27.6 29.8 32.1 34.5 37.0
9.7 11.6 13.6 15.7 17.9 20.3 22.9 500 24.4 26.5 28.7 31.0 33.3 35.8 38.5
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Tanker 15o AOB
Tanker Turn Range to Achieve a One NM Rollout of Receiver Behind Tanker

Offset (nm) 15° AOB Turn Range (nm)
Drift on IP to CP LEG (°) Tanker Drift on IP to CP LEG (°)
15L 10L 5L 0 5R 10R 15R TAS 15L 10L 5L 0 5R 10R 15R
3.6 4.3 5.0 5.8 6.6 7.5 8.4 230 9.9 10.7 11.5 12.3 13.2 14.1 15.1
3.9 4.7 5.5 6.3 7.2 8.1 9.2 240 10.7 11.5 12.4 13.3 14.3 15.3 16.3
4.2 5.1 5.9 6.8 7.8 8.8 10.0 250 11.5 12.4 13.3 14.3 15.4 16.5 17.6
4.6 5.5 6.4 7.4 8.4 9.6 10.8 260 12.3 13.3 14.3 15.4 16.5 17.7 19.0
4.9 5.9 9.9 8.0 9.1 10.3 11.6 270 13.2 14.2 15.4 16.5 17.7 19.0 20.3
5.3 6.3 7.4 8.6 9.8 11.1 12.5 280 14.1 15.2 16.4 17.7 19.0 20.3 21.8
5.7 6.8 8.0 9.2 10.5 11.9 13.4 290 15.0 16.2 17.5 18.9 20.2 21.7 23.3
6.1 7.3 8.5 9.8 11.2 12.7 14.3 300 15.9 17.3 18.7 20.1 21.6 23.1 24.8
6.5 7.8 9.1 10.5 12.0 13.6 15.3 310 16.9 18.4 19.8 21.4 22.9 24.6 26.4
6.9 8.3 9.7 11.2 12.8 14.5 16.3 320 18.0 19.5 21.0 22.7 24.4 26.2 28.1
7.3 8.8 10.3 11.9 13.6 15.4 17.4 330 19.0 20.6 22.3 24.0 25.8 27.7 29.8
7.8 9.3 11.0 12.6 14.4 16.4 18.4 340 20.1 21.8 23.6 25.4 27.3 29.4 31.5
8.2 9.9 11.6 13.4 15.3 17.3 19.5 350 21.2 23.0 24.9 26.8 28.9 31.0 33.3
8.7 10.5 12.3 14.2 16.2 18.3 20.7 360 22.4 24.3 26.3 28.3 30.5 32.7 35.1
9.2 11.1 13.0 15.0 17.1 19.4 21.8 370 23.5 25.6 27.7 29.8 32.1 34.5 37.0
9.7 11.7 13.7 15.8 18.0 20.4 23.0 380 24.8 26.9 29.1 31.4 33.8 36.3 39.0
10.2 12.3 14.4 16.6 19.0 21.5 24.2 390 26.0 28.2 30.6 33.0 35.5 38.2 41.0
10.8 12.9 15.2 17.5 20.0 22.6 25.5 400 27.3 29.6 32.1 34.6 37.3 40.1 43.1
11.3 13.6 15.9 18.4 21.0 23.8 26.8 410 28.6 31.1 33.6 36.3 39.1 42.0 45.2
11.9 14.3 16.7 19.3 22.0 25.0 28.1 420 29.9 32.5 35.2 38.0 41.0 44.0 47.3
12.4 14.9 17.5 20.2 23.1 26.2 29.5 430 31.3 34.0 36.8 39.8 42.9 46.1 49.5
13.0 15.6 18.4 21.2 24.2 27.4 30.9 440 32.7 35.6 38.5 41.6 44.8 48.2 51.8
13.2 16.4 19.2 22.2 25.3 28.6 32.3 450 34.1 37.1 40.2 43.4 46.8 50.3 54.1
14.2 17.1 20.1 23.2 26.4 29.9 33.7 460 35.6 38.7 42.0 45.3 48.8 52.5 56.5
14.9 17.9 20.9 24.2 27.6 31.2 35.2 470 37.1 40.4 43.7 47.2 50.9 54.8 58.9
15.5 18.6 21.8 25.2 28.8 32.6 36.7 480 38.6 42.0 45.5 49.2 53.0 57.1 61.3
16.2 19.4 22.8 26.3 30.0 34.0 38.8 490 40.2 43.7 47.4 21.2 55.2 59.4 63.9
16.8 20.2 23.7 27.4 31.2 35.4 39.9 500 41.8 45.5 49.3 53.3 57.4 61.8 66.4
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-6. Work Sheet - RV Delta (Point Parallel)
Turn Range and Offset – Receiver Flying Tanker Speed +20kts
A B C D E
2 TANKER RV IAS TANKER
NATIONAL
ANNEX
3 RECEIVER RV IAS
(=TANKER IAS +20 KTS)
4 TANKER RV TAS FIG 1D-2 or 3
5 ACTUAL TEMP
6 STD TEMP FIG 1D-2
7 ACTUAL – STD (Row 4 – Row 5)
-
(<STD = REDUCE BY 1 kt / ºC)
+
8 CORRECTED TAS
(Row 3±Row 6)
9 RVIP TO RVCP DRIFT L/R
10 TURN RANGE FIG 1D-4 or 5
11 OFFSET FIG 1D-4 or 5
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Tanker 25º AOB
TURN RANGE - 25º AOB

TAS
RVIP TO RVCP DRIFT NOTES
RCVR - TNKR
ORBIT LEFT 15L 10L 5L 0 5R 10R 15R
15R 10R 5R 0 5L 10L 15L ORBIT RIGHT
1000 26 28 30 32 34 36 39
975 25 27 28 30 32 34 36
950 24 26 27 29 31 33 35
925 23 24 29 28 29 31 33
900 22 23 25 27 28 30 32
875 21 23 24 26 27 29 31
3 NM
850 20 21 23 24 26 27 29
ROLLOUT
825 19 20 21 23 24 26 27
RANGE
800 18 19 21 22 23 25 26
775 17 18 19 21 22 23 25
750 16 17 18 20 21 22 24
CLOSURE RATE
725 15 16 17 18 20 21 22
700 15 15 16 17 18 19 20
675 12 13 14 15 15 16 17
650 11 12 13 14 15 15 17
625 10 11 12 13 14 15 16 1/2 NM
600 9 10 11 12 13 14 15 ROLLOUT
575 9 10 10 11 12 13 14 RANGE
550 8 9 9 10 11 12 12 (A-10)
525 7 8 8 9 10 11 11
500 7 7 8 8 9 10 11
475 6 7 7 8 8 9 10
575 8 9 10 11 11 12 13 1 NM
550 7 8 9 10 11 12 13 ROLLOUT
525 6 7 8 9 10 11 12 BEHIND
500 6 6 7 8 9 10 11 C-130
475 5 6 6 7 7 8 9
NOTE: The turn range presented by some Flight Management Systems (FMS) may not
agree with the values in the table. The FMS calculation accounts for additional variables
and should be considered more accurate.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-8. RV Delta (Point Parallel) Offset
Tanker 25º AOB
OFFSET - 25º AOB

520 11 13 15 17 20 22 26
500 10 12 14 16 18 21 23
480 9 11 13 15 17 19 21
460 9 10 12 13 15 18 20
440 8 9 11 12 14 16 18
430 7.5 8.5 10.5 11.5 13.5 15.5 17.5
420 7 8 10 11 13 15 17
410 6.5 7.5 9.5 10.5 12.5 14 16
400 6 7 9 10 12 13 15
TANKER TAS
390 6 7 8.5 9.5 11.5 12.5 14.5

380 6 7 8 9 11 12 14 25° BANK
370 5.5 6.5 7.5 8.5 10 11.5 13
360 5 6 7 8 9 11 12
350 5 5.5 6.5 7.5 8.5 10.5 11.5
340 5 5 6 7 8 10 11
320 4 5 6 6 7 9 10
300 4 4 5 6 7 8 9
280 3 4 4 5 6 7 8
260 3 3 4 4 5 6 7
240 2 3 3 4 5 5 6
220 2 3 3 4 4 5 5
NOTE: Offsets in the top right shaded area may place the aircraft outside of the FAA
protected airspace.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-9. RV Delta (Point Parallel) Turn Range
Tanker 30º AOB

TURN RANGE - 30º AOB
TAS
RCVR - TNKR
1000 22 23 25 26 28 30 32
975 21 22 24 25 27 28 30
950 20 22 23 24 25 27 29
925 19 21 22 23 24 26 28
CLOSURE RATE
900 19 20 21 22 24 25 27
875 18 19 20 21 23 24 26 3 NM
850 17 18 19 20 22 23 24 ROLLOUT
825 16 17 18 19 20 21 23 RANGE
800 15 16 17 18 19 21 22
775 15 16 16 17 18 20 21
750 14 15 16 17 18 19 20
725 13 14 15 16 16 17 18
700 12 13 14 15 16 16 17
Figure 1D-10. RV Delta (Point Parallel) Offset
Tanker 30º AOB

OFFSET - 30º AOB

460 7 8 9 11 12 14 16
440 6 7 8 10 11 13 15
420 6 7 8 9 10 12 14
400 5 6 7 8 9 11 12
TANKER TAS
380 5 6 6 7 9 10 11
360 4 5 6 7 8 9 10
30º BANK
340 4 4 5 6 7 8 9
320 3 4 4 5 6 7 8
300 3 4 4 5 5 6 7
280 3 3 4 4 5 6 6
260 2 3 3 4 4 5 5
240 2 2 3 3 3 4 4
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-11. RV Delta (Point Parallel) Turn Range/Offset Correction – 3 NM Rollout
TURN RANGE ADJUSTMENT CHART

3 NM ROLLOUT RANGE
A B C B E F G
PLANNED TURN ACTUAL OFFSET (NM)
RANG OFFS
E ET 0 5 10 15 20 25
13 2 13 14 16 20 24 28
14 3 14 15 17 20 24 29
4 13 14 17 20 24 28
15 4 15 15 18 21 25 29
16 4 16 16 18 22 25 29
5 15 16 18 21 25 29
4 17 17 19 22 26 30
17 5 16 17 19 22 26 30
6 16 17 19 22 25 30
7 16 16 18 22 25 29
5 17 18 20 23 26 30 This chart includes all the turn range/offset
6 17 18 20 23 26 30
18 7 17 17 19 22 26 30
possibilities in the 400-480 TAS range.
8 16 17 19 22 26 30
5 18 19 21 24 27 31 1. Enter chart from left with the planned turn
6 18 19 21 23 27 31 range/offset.
19 7 18 18 20 23 27 31 2. Enter from the top with the observed
8 17 18 20 23 26 30
offset as it occurs during the RV.
9 17 17 20 22 26 30
3. The intersection of these entries is the new
6 19 20 22 24 28 32
7 19 19 21 24 27 31 turn range at which to command the tanker’s
20 8 18 19 21 24 27 31 turn.
9 18 19 21 23 27 31
10 17 18 20 23 26 30 EXAMPLE:
7 20 20 22 25 28 32 With a planned 20/8 and actual 20 nm offset,
8 19 20 22 25 28 32
21 9 19 20 22 24 28 31
the tanker’s turn should occur at 27 nm.
10 18 19 21 24 27 31
11 18 19 21 23 27 31 NOTE
8 21 21 23 25 29 32 New turn ranges are rounded to
9 20 21 23 25 28 32
22 10 20 20 22 25 28 32
the nearest nm.
11 19 20 22 24 28 32
12 18 19 21 24 27 31
9 21 22 23 26 29 33
23 10 21 21 23 26 29 33
11 20 21 23 25 28 32
12 20 20 22 25 28 32
10 22 22 24 27 30 33
24 11 21 22 24 26 29 33
12 21 21 23 26 29 33
13 20 21 23 25 28 32
25 12 22 23 24 27 30 33
13 21 22 24 26 29 33
26 13 23 23 25 27 30 34
14 22 23 24 27 30 33
27 13 24 24 26 28 31 34
14 23 24 25 28 31 34
28 15 24 24 28 28 31 34
_____________________________________________________________________

DISTANCE 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Part 2
TURN
RANGE
460 3:05 3:44 4:22 5:02 5:41 6:20 6:59 7:38 8:17 8:56 9:36 10:15 10:54 11:33 12:12 6.4
480 2:51 3:28 4:06 4:43 5:21 5:58 6:36 7:13 7:51 8:28 9:06 9:43 10:21 10:58 11:36 7.2
500 2:38 3:14 3:50 4:26 5:02 5:38 6:14 6:50 7:26 8:02 8:38 9:14 9:50 10:26 11:02 8
520 2:27 3:01 3:36 4:10 4:45 5:19 5:54 6:29 7:03 7:38 8:12 8:47 9:22 9:56 10:31 8.8
540 2:16 2:49 3:22 3:56 4:29 5:02 5:36 6:09 6:42 7:16 7:49 8:22 8:56 9:29 10:02 9.6
560 2:06 2:38 3:10 3:42 4:14 4:46 5:18 5:51 6:23 6:55 7:27 7:59 8:31 9:03 9:36 10.4
580 1:57 2:27 2:58 3:30 4:00 4:31 5:02 5:33 6:04 6:36 7:07 7:38 8:09 8:40 9:11 11.2
600 1:48 2:18 2:48 3:18 3:48 4:18 4:48 5:18 5:48 6:18 6:48 7:18 7:48 8:18 8:48 12
620 1:39 2:09 2:37 3:06 3:36 4:05 4:34 5:03 5:32 6:01 6:30 6:59 7:28 7:57 8:26 12.8
Figure 1D-12. Timing Chart (Nil Wind)
640 1:32 2:00 2:28 2:56 3:24 3:52 4:21 4:49 5:17 5:45 6:13 6:41 7:09 7:37 8:06 13.6
660 1:25 1:52 2:19 2:46 3:14 3:41 4:08 4:36 5:03 5:30 5:57 6:25 6:52 7:19 7:46 14.4
680 1:18 1:44 2:11 2:37 3:04 3:30 3:57 4:23 4:50 5:16 5:43 6:09 6:36 7:02 7:28 15.2
700 1:07 1:33 1:58 2:24 2:50 3:15 3:41 4:06 4:32 4:58 5:24 5:49 6:15 6:41 7:06 17
720 1:00 1:25 1:50 2:15 2:40 3:05 3:30 3:55 4:20 4:45 5:10 5:35 6:00 6:25 6:50 18
1D-17
740 :54 1:18 1:42 2:06 2:30 2:55 3:19 3:43 4:08 4:32 4:56 5:21 5:45 6:09 6:34 19
760 :47 1:11 1:35 1:58 2:21 2:45 3:09 3:33 3:56 4:20 4:44 5:07 5:31 5:55 6:18 20
CLOSURE SPEED
780 :42 1:05 1:28 1:50 2:13 2:36 3:00 3:23 3:46 4:09 4:32 4:55 5:18 5:42 6:04 21
800 :36 :59 1:21 1:43 2:05 2:28 2:51 3:13 3:36 3:59 4:21 4:44 5:06 5:29 5:51 22
820 :31 :53 1:15 1:37 1:58 2:20 2:42 3:04 3:26 3:48 4:10 4:32 4:54 5:16 5:38 23
840 :26 :47 1:09 1:30 1:51 2:12 2:34 2:55 3:17 3:38 4:00 4:21 4:43 5:04 5:25 24
860 :21 :42 1:03 1:24 1:44 2:05 2:26 2:47 3:08 3:29 3:50 4:11 4:32 4:53 5:13 25
880 :16 :37 :57 1:18 1:38 1:58 2:19 2:39 3:00 3:20 3:40 4:01 4:21 4:42 5:02 26
900 :12 :32 :52 1:12 1:32 1:52 2:12 2:31 2:52 3:12 3:31 3:52 4:11 4:32 4:52 27
920 :08 :27 :47 1:07 1:26 1:46 2:05 2:24 2:44 3:04 3:23 3:43 4:02 4:22 4:41 28
940 :04 :23 :42 1:01 1:20 1:40 1:58 2:18 2:37 2:56 3:15 3:34 3:53 4:12 4:31 29
960 :00 :19 :38 :56 1:15 1:34 1:52 2:11 2:30 2:48 3:08 3:26 3:45 4:03 4:22 30
980 - :15 :33 :51 1:10 1:28 1:46 2:04 2:23 2:41 3:00 3:18 3:36 3:55 4:13 31
1000 - :11 :29 :47 1:05 1:23 1:41 1:59 2:17 2:35 2:53 3:11 3:29 3:47 4:05 32
Change 1
_____________________________________________________________________
ATP-56(B)
Part 2 Annex 1D
Note: The table provides a tanker time to turn to achieve a 3 nm roll out in front of the receiver.
_____________________________________________________________________
ATP-56(B)
Part 2 Annex 1D
_____________________________________________________________________
Figure 1D-13. Work Sheet - RV Delta (Point Parallel)
Turn Range and Offset– Tanker and Receiver Flying AAR RV Speeds
A B C D E F
1 ALTITUDE
TANKER
2 RV IAS NATIONAL
ANNEX
3 RV TAS FIG 1D-2 or 3
4 ACTUAL TEMP
5 STD TEMP FIG 1D-2

ACTUAL – STD (Row 4 – Row 5)
-
6
(<STD = REDUCE BY 1 kt / ºC)
+
CORRECTED TAS
7
(Row 3±Row 6)
8 CLOSURE TAS (RCVR- TNKR)
DERIVED
FROM
9 RVIP TO RVCP DRIFT L/R
TANKER NAV
SYSTEM
10 TURN RANGE FIG 1D-7 or 9
11 OFFSET FIG 1D-8 or 10
12 50 MN TIMING BACKUP FIG 1D-12
13 30 NM TIMING BACKUP FIG 1D-12
Figure 1D-14. Diagram of a Modified RV Delta (Point Parallel)
RVCP
Tanker
Orbit
RVIP
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1E
_____________________________________________________________________
PART 2 - ANNEX 1E
RV Echo (Timing)
101E Introduction. The RV Echo is a timing based anchor orbit and should be used in tactical
situations where it is necessary to have a tanker available with which receivers can RV in a known area
on an opportunity basis. The RV Echo is normally used to support Combat Air Patrols (CAPs) and is
particularly appropriate when EMCON procedures are in force; see Figure 1E-1.
102E Procedure
a. Anchor Point. The position of the Anchor Point can be identified in 2 ways:
(1) Range and True Bearing. A range and true bearing from a reference point with the
inbound track to the Anchor Point orientated at right angles and to the left of the radial from
the reference point.
(2) Geographic Point and True Track. A geographic point and a true track which is to
be flown towards the Anchor Point.
b. Anchor Duration
(1) Although the normal RV Echo duration is 15 min, to allow for limitations in airspace
reservations or operational requirements, it may be defined as an RV Echo 10, 15, 20 etc.
(2) It is vital that the anchor duration is briefed prior to the mission, as the receiver will use
the information to predict the approximate position of the tanker.
c. Tanker Passage Through Anchor Point. The tanker should aim to fly through the
Anchor Point at the RV FL/altitude/height on the hour and then at intervals as dictated by the RV
Echo duration.
d. Receiver Join on Tanker
(1) Each receiver homes independently onto the tanker using all available aids.
(2) The receiver is to join the pattern 1000 ft below the RV FL/altitude/height.
(3) Receivers with AI radar or visual contact may join at any suitable point along the anchor.
(4) Receivers without AI radar should aim to fly the inbound track to the Anchor Point and
adjust their timing to arrive 30 sec after the tanker.
e. Impact of EMCON Procedures. EMCON procedures may be used in conjunction with the
RV Echo. However, in such circumstances, the receivers should be aware that several other
receivers/formations may be approaching the tanker from different directions. Therefore, it is
essential that all receivers maintain a good lookout and strict adherence to AAR procedures.
f. Tanker Actions to Ensure VMC. Within the limitations of the tactical situation, the tanker
pilot is to adjust the FL/altitude/height and or position of the racetrack to maintain good VMC.
_____________________________________________________________________
Part 2 1E-1 Change 1

ATP-56(B)
Part 2 Annex 1E
_____________________________________________________________________
103E Aids Employed to RV. Subject to the EMCON policy in force, all available aids
should be employed to achieve the RV. If available, A/A TACAN should be used as follows:
a. The tanker should select the A/A TACAN channel appropriate to the towline or as directed in
the SPINS or tasking order throughout its time on station.
b. The tanker may select air to ground mode as necessary to obtain a position for a navigation fix.
Figure 1E-1. Diagram of RV Echo
Anchor Point
ANCHOR
POINT
ANCHOR POINT
XXXºT/YYYnm
GEOGRAPHIC POINT
NOTES:
1. Dotted lines show example tracks only; receivers may approach the tanker from
any direction.
2. The RV FL/altitude/height, orientation (if necessary) and A/A TACAN channel
should be specified in the SPINS or tasking order.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1F
_____________________________________________________________________
PART 2 ANNEX 1F
RV Foxtrot
101F Introduction. The RV Foxtrot is a sequenced departure normally used in VMC conditions when
the tanker(s) and receiver(s) are operating from the same airfield. Tanker and receiver take-offs occur
within a few minutes of each other, which eliminates the fuel and time consuming racetracks of the other
RV procedures. The collocated procedures have the added advantage that it is usually possible for the
tanker to delay its take-off until assured of the receiver’s serviceability on start up. However, adverse
climb out weather or ATC considerations may make these procedures impracticable. There are two
methods of effecting a RV Foxtrot: the Accompanied Departure / Buddy Climb and the Tailchase.
102F Accompanied Departure / Buddy Climb. In this procedure, see Figure 1F-1, the receiver(s)
takes off before the tanker and complete(s) a visual circuit of the airfield whilst the tanker takes off; the
receiver(s) then joins formation with the tanker in the climb. This method has several advantages:
a. Wake Turbulence. The receiver(s) is not exposed to wake turbulence caused by the heavy
tanker.
b. Receiver Unserviceabilities. Receiver(s) unserviceability immediately after take-off will

be known before the tanker is airborne.
103F Accompanied Departure / Buddy Climb - Planning Considerations. This method has 2
significant factors that need to taken into consideration deciding whether or not to employ this RV rather
than the Tailchase Departure described below.
a. Fuel Consumption. The receiver(s) consumes extra fuel completing the visual circuit.
b. Ability to Join Up. Weather conditions at the airfield need to be good enough for a visual
circuit and join.
Therefore, during the planning phase, careful consideration of factors such as weather conditions and
route of flight are required to ascertain the optimal procedure.
104F Accompanied Departure / Buddy Climb - Implementation. The method of implementing

the Accompanied Departure / Buddy Climb is:
a. Receiver/Tanker Departure. Because airspace reservations are usually based on the tanker
flight plan, the tanker take-off time remains the critical planning factor. Therefore, the receiver(s)
must take-off ahead of the tanker with sufficient time in hand to fly a visual circuit and still permit
the tanker to achieve its Estimated Time of Departure (ETD).
b. Receiver Visual Circuit. The receiver(s) flies a visual circuit and when the receiver is
downwind the tanker then commences a take-off.
c. Tanker Departure. The tanker carries out a standard departure; the receiver(s) continues the
visual circuit adjusting speed and track to join the tanker in the climb.
105F Tailchase Departure. In this procedure, see Figure 1F-2, the tanker takes off before the
receiver(s).
106F Tailchase Departure - Planning Considerations. As the tanker launches first, planning
factors must take into consideration that, should one or more receivers fail to get airborne, the tanker will
normally continue as planned accompanied by the reduced number of receivers.
_____________________________________________________________________
Part 2 1F-1 Change 1

ATP-56(B)
Part 2 Annex 1F
_____________________________________________________________________
107F Tailchase Departure – Establishing RVIP. The standard method for arranging this
departure is to establish a RVIP after tanker top of climb; tanker and receiver take-offs are adjusted to
make good the RVIP at the RV control time. The advantage of this method is that it is suitable when
weather conditions are relatively poor at the airfield or during the initial stages of the climb. However, if
weather conditions are good, the take-offs can be planned so that the receiver(s) join with the tanker in
the climb.
108F Tailchase Departure - Implementation. Careful pre-flight briefing between tanker and
receiver crews is essential.
a. RVIP. The tanker crew calculates their top of climb position and establishes the RVIP at one
minute along track from the top of climb position. A direct climb-out from base is preferable but
not essential.
b. RVCT. Knowing the time to height, the RVCT is calculated from the tanker take-off time.
c. Take-Off Time - Receiver. The receiver calculates its own time for take-off to make good
the RVIP and compares that time with the tankers take-off time to ensure adequate separation to
avoid the tanker’s wake turbulence.
d. Vertical Separation - Receiver. As soon as practical after take-off, the receiver is to

establish RT contact with the tanker. The receiver is to ensure that its passing FL/altitude/height
is at least 1000 ft below that of the tanker until positive visual identification is made.
e. Rate of Climb. An agreed common rate of climb is to be pre-briefed as laid out in Part 2
Chapter 2 Annex 2C.
f. Height Calls - Tanker. Following the initial RT contact, the tanker is to call the
FL/altitude/height level every 5000 ft until the receiver is in visual contact; this also assists the
receiver in maintaining vertical separation. If IMC is encountered by either aircraft prior to the
join-up, more frequent height comparisons are to be made to ensure the necessary vertical
separation is maintained.
g. Navigation Aids. Usually, tanker and receiver(s) fly identical INS tracks and A/A TACAN
is selected to give split ranges.
(1) If the departure procedures require the use of a ground base TACAN, then range and
bearing comparison to this facility is to be made at every height check.
(2) If required, UHF Direction Finder (UDF) may be used to ascertain relative positions.
h. Orbiting – Tanker. If the receiver has not confirmed visual contact during the climb, the
tanker is to make good the RVIP and, with ATC agreement, establish a left hand orbit until join
up is complete.
109F Receivers Depart Before Tanker. Sometimes, the receiver(s) may depart ahead of the
tanker(s). In such cases, the procedures listed above remain valid, although the lead formation
assumes responsibility for height calls. Once VMC, the formation will co-ordinate with ATC a
1000 ft separation between the receivers and tankers. Additionally, if the tanker is unable to
accelerate and overtake the receivers, the formation should arrange with ATC for the receivers
to orbit left in order to acquire the tanker.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1F
_____________________________________________________________________
Figure 1F-1. Diagram of RV Foxtrot –Accompanied Departure / Buddy Climb
NOTE: When receiver(s) is downwind, the tanker starts the take-off.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1F
_____________________________________________________________________
Figure 1F-2. Diagram of RV Foxtrot - Tailchase
NOTES:
1. The receiver takes off after the tanker to make good the RV control time.
2. The receiver is to remain at least 1000 ft below the tanker’s climbing
height/altitude/flight level until visual.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1G
_____________________________________________________________________
PART 2 - ANNEX 1G
RV Golf (En Route)

101G Introduction. The RV Golf facilitates a join up en-route on a common track to make good a
scheduled time to join an ALTRV or other established military corridor; the tanker(s) and receiver(s) may
have departed either from the same or different bases. See Figure 1G-1.
102G Basic Procedure
a. Arrival at RVIP. The tankers and receiver(s) navigate independently to arrive at the RVIP at
a designated RVCT. To counter departure delays or receiver(s) arriving early, it may be
necessary for the tanker to arrive approximately 10 min before the receiver(s) and establish an
orbit prior to the RVIP.
b. Track Requirements. A common track length equivalent to 15 min flying time should be
planned to allow for tanker descent to RV FL/altitude/height, visual acquisition and timing
corrections.
c. Communication Procedures. Fifteen minutes prior to the RVCT the tanker and
receiver(s) are to confirm their FL/altitude/height, A/A TACAN (channel), Mode 3, armament
state and timing. The receiver(s) should fly towards the RVCP with A/A TACAN and radar
beacon on (if appropriate) at 1000 ft below the base AAR altitude.
d. Visual Acquisition of Tanker(s)/Receiver(s). When established on the common track,

tanker(s) and receiver(s) are to use all available locating aids (EMCON state permitting) to gain
visual contact between the tanker(s) and the receiver(s).
103G Variations in EMCON 2 to Basic Procedure
a. During EMCON 2, if radio contact between the aircraft has not been established prior to the
RV control time, or the adjusted RV control time, tanker(s) and receiver(s) are to maintain their
assigned FL/altitude/height and depart the RV to cross the RVCP/RVIP at the RVCT.
b. Aircraft delaying at the RVCP 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 RVCP will require close coordination and thorough crew briefings to ensure vertical
separation.
104G Specific Procedures in EMCON 4. If EMCON 4 procedures are in force, the tasking
instructions should include control times for both the RVIP and the RVCP. There are 3 basic options for
this procedure:
a. Procedure 1. This procedure should be used when the receiver(s) and tanker(s) have a
similar transit speed and cruise height.
(1) Tanker. The tanker plans to arrive at the RVIP at the planned RV FL/altitude/height and
RV control time at the AAR speed.
(2) Receiver. The receiver(s) arrive(s) at the RVIP 1000 ft below the tanker at the RV
control time plus 30 sec and then adjusts KIAS to a 20 kts overtake on the tanker.
(3) Receiver Visual with Tanker. Once visual with the tanker and cleared by the tanker,
_____________________________________________________________________
Part 2 1G-1 Change 1

ATP-56(B)
Part 2 Annex 1G
_____________________________________________________________________
the receiver(s) climbs to the observation position (drogue) / astern position (boom). A/A
TACAN is used throughout to determine relative positions.
b. Procedure 2. This procedure is used when turboprop or jet receiver(s) have a considerable
difference in cruising FL/altitude/height and speed to that of the tanker.
(1) Navigation Aids. A/A TACAN/range to the RVCP is used throughout the descent to
monitor relative positions.
(2) Receiver. The receiver arrives at the RVIP at the RV control time and the RV
FL/altitude/height minus 1000 ft.
(3) Tanker. The tanker arrives at the RVIP at the RV altitude and the RV control time plus 1
minute and commences to overtake the receiver, maintaining 1000 ft vertical separation,
aiming to pass to overhead a boom receiver or at least 2 wingspans to the right of a probe and
drogue receiver.
(4) Join
(a) Boom. On passing the receiver, the tanker is to reduce to AAR speed. Once visual
with the tanker and cleared to join, the receiver is to commence a climb to the astern
position.
(b) Probe and Drogue. Once the tanker and receiver are visual, the tanker descends to
the RV FL/altitude/height minus 1000 ft. On the final approach to overtake, tanker speed
is to be reduced to receiver speed + 5 kts and the tanker is to pass on the receiver’s right-
hand side with a displacement of at least 2 wingspans.
c. Procedure 3. This is a modification of the Procedure 2 and is normally used by Probe and
Drogue tankers for jet receivers that have a considerable difference in cruising FL/altitude/height
and speed to that of the tanker.
(1) Receiver. The receiver plans to arrive at the RVIP and RV FL/altitude/height minus
1000 ft at the RV control time.
(2) Tanker. The tanker arrives at the RVIP at a higher FL/altitude/height at the RV control
time plus 30 seconds and then commences a descent to level off at the RV FL/altitude/height.
(3) Tanker Descent. During the descent, the tanker establishes a 20 kts overtake on the
receiver and uses the A/A TACAN/range to the RVCP to monitor relative positions.
(4) Tanker Visual with Receiver. When visual with the receiver, the tanker speed is
reduced to the receiver’s speed + 5 kts and the receiver climbs to the RV FL/altitude/height
and establishes in the observation position on the tanker’s echelon left.
NOTE
This procedure may be used with the positions of the tanker and receiver
reversed. In this case the procedure remains identical, except that the
tanker, once joined with the receiver, overtakes the receiver as described
in para 104G.b above.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1G
_____________________________________________________________________
Figure 1G-1. Diagram of RV Golf (En Route)
RVCP
SIDE VIEW (PROCEDURE 1)
RVCP
SIDE VIEW (PROCEDURE 3)
NOTES: RVCP
1. The RVIP should be 15 minutes up track from the RVCP.

2. Tanker and receiver(s) compare ranges/time to go inbound to the RVIP from any
direction to ensure that aircraft arrive in the correct order.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 1G
_____________________________________________________________________
INTENTIONALLY BLANK
_____________________________________________________________________

ATP-56(B)
Part 2 Chapter 2
_____________________________________________________________________
CHAPTER 2
Formation Procedures
201 Introduction. The procedures for safe rendezvous, joining, refuelling and leaving the tanker are
detailed in Part 2 Chapter1 and Part 2 Chapters 4. This chapter describes factors that must be taken into
account when a formation of receivers and/or tankers operates together.
202 Flight Safety. For flight safety reasons, it is important that these procedures are uncomplicated
and unambiguous; furthermore, it is essential that there should be a high degree of commonality between
tactical and strategic formation procedures. To minimise complications, these procedures are uniformly
applicable by day and by night; these are essential prerequisites to making AAR practicable under
EMCON.
203 Formation Control. The commander of the tanker (or lead tanker in multiple tanker
formations) is responsible for the control and safe navigation of AAR formations.
204 Wingman/Receiver Responsibilities. To ensure safe operations and integrity of the

formation, wingman are to:
a. Keep the leader in visual or electronic contact at all times.
b. Maintain briefed position at all times.
c. Anticipate corrections/changes and plan accordingly.
d. Monitor all aspects of formation operations and advise the receiver formation leader if an
unsafe condition is identified.
205 Airspeeds and Altitudes. The optimum altitude and airspeed for AAR varies with the
tanker/receiver combination. See tanker National Annex for appropriate details.
206 Weather/Visibility. Refer to Part 2 Chapter 1, para 102d.
207 Single Tanker Formations. Usually, tactical AAR involves receivers joining individually or
in groups to refuel from one tanker and then depart. However, for training purposes, time with the tanker
may be prolonged.
a. Visual Meteorological Conditions (VMC). For VMC, the tanker should brief a formation
most suited to the AAR sequence, taking into consideration the formation preferences of the
receiver leader. In most cases, aircraft that are not refuelling will be directed to remain in either
the Observation or Reform position/area. Should the tanker clear receivers to maintain a loose
formation, they are not to stray too far away from the tanker, otherwise they may conflict with
other airspace users. Local ATC restrictions may stipulate more stringent requirements, but,
generally, the formation frontage should not exceed 1 nm and receivers must stay within ±200 ft
of the tanker’s height.
b. Instrument Meteorological Conditions (IMC). Whenever ATC and fuel considerations

permit, tankers should avoid IMC by implementing track or height adjustments.
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ATP-56(B)
Part 2 Chapter 2
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(1) Climb to VMC. Receiver performance capabilities (particularly for AAR at high
weights) may be a limiting factor; nevertheless, tankers should consider climbing to achieve
VMC for cruise and initial AAR contact and then toboggan as receiver weight increases.
(2) Unable to Avoid IMC. If IMC cannot be avoided, the receivers are to be ordered into
the close formation which will give them the best opportunity to retain visual contact with the
tanker.
(a) Receivers should be arranged so that movement around the tanker is minimised
during AAR sequences.
(b) Extended echelon formations can be difficult and tiring to fly, particularly under
prolonged IMC. Thus, receivers should be apportioned equally (as far as possible) to the
left and right echelon positions on the tanker.
(c) The tanker is to exercise strict control of receiver movement around the tanker during
formation changes for AAR brackets.
(d) Receiver Loss of Visual Contact. If the receivers lose visual contact with the
tanker, they are to immediately implement the ‘Lost Wingman” procedures laid out in Part
1, Chapter 4 and maintain the prescribed separation until visual contact is regained.
208 Detailed Formation Procedures
a. Multi-Tanker Formation Procedures. Part 2 Annex 2A provides information about

multi-tanker formation procedures.
b. Force Extension Procedures. Part 2 Annex 2B provides information about force

extension procedures.
c. Tanker Snake/Formation Climb. Part 2 Annex 2C provides a guide to tanker

snake/formation climb procedures.
d. Alternative AAR Formation Procedures – Heavy Aircraft. Part 2 Annex 2D discusses

alternative AAR formation procedures for heavy aircraft.
e. Receiver Station Keeping Equipment (SKE) - AAR Procedures. Part 2 Annex 2E

provides guidance on the use of SKE when flying heavy aircraft in formation with tankers.
f. Quick Flow Procedures. Part 2 Annex 2F describes receiver actions when employing
Quick Flow procedures.
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Part 2 2-2 Change 1

ATP-56(B)
Part 2 Annex 2A
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PART 2 - ANNEX 2A
Multi-Tanker Formation Procedures

NOTE
The US and RNLAF do not fly multi-tanker echelon procedures as

described in this Annex. US procedures are published in appropriate
national documents and summarised in Part 2, Annex 2D.
201A Multi-Tanker Formation - Echelon Procedures. On occasions, tasking may require several
tankers to be in formation during the RV and for refuelling. Tankers may fly in echelon right formation
on the lead tanker.
a. Formation Turns. At the lead tanker’s discretion, the other tankers may go to line astern
formation for turns prior to and during a RV procedure; however, they must resume echelon right
prior to the receivers joining formation.
b. Receivers Joining a Tanker Formation
(1) Fighter and Heavy Probe and Drogue Receivers. All fighter and heavy probe and
drogue receivers joining a multi-tanker formation are to join on the left of the tanker
formation.
(2) Heavy Boom Receivers. All heavy boom receivers will join either directly behind the
boom or, if there is more than one heavy receiver, the second and subsequent receivers will
join on the right of the tanker formation.
(3) Receivers and Assigned Tankers. At the appropriate time, receivers will be cleared
to join their assigned tanker.
(a) Receivers are not to penetrate through the tanker formation to reach their tanker.
(b) Receivers are to drop back on the left of the tanker formation, then move across
behind the formation, before moving forward to join their tanker.
202A Formation in Visual Meteorological Conditions (VMC)
a. After joining, the standard cruise formation is with the tankers in echelon formation on the
right side of the lead tanker.
b. If the lead and the formation tanker(s) have concurrent AAR commitments, then the formation
tanker(s) should establish a loose echelon position where the autopilot can be engaged to provide
a steady AAR platform for the receivers.
c. Ideally, when more than 3 tankers are allocated to a wave, the fourth and subsequent tankers
should be formed into a separate section 3 nm in trail from the leading section, using an A/A
TACAN or TCAS range from the lead tanker; this eases the tankers’ station keeping task and
keeps the formation frontage within reasonable bounds.
(1) Where possible, the formation should remain clear of cloud.
(2) Provided sufficient visual cues remain, the formation may penetrate thin cloud.
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ATP-56(B)
Part 2 Annex 2A
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(a) The No 2 tanker should be brought to close right echelon on the lead tanker and the
receivers put into close left echelon on the lead tanker.
(b) If there is a third tanker, this should be placed in line astern behind the second tanker
to ease the station keeping task.
(c) If there is a second section, then this should remain 3 nm behind of the lead tanker.
(3) The lead tanker will be able to refuel its receivers if these conditions prevail during the
brackets.
(4) At the conclusion of the lead tanker’s AAR duties, the receivers will be able to take
formation on the station keeping tankers, freeing the lead tanker to hand over the lead and
leave the formation by a level turn to the left.
(5) If the AAR plan requires concurrent AAR from the other tanker(s), then it is not
practicable for the tanker(s) to hold close formation and provide a steady AAR platform. In
this event, tankers are to take up a Standard Separated Formation, with the receivers in a
discrete formation around their allocated tanker.
Figure 2A-1. Diagram of VMC Multi-Tanker Formation
Height ± 200 ft
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ATP-56(B)
Part 2 Annex 2A
_____________________________________________________________________
203A Formation in Instrument Meteorological Conditions (IMC) - Standard Separated
Formation
a. Tankers within each section are to be in right echelon, approximately 1000 m and 30°
displaced from and 1 nm behind of the preceding tanker; radar, TCAS and A/A TACAN ranges
are to be used to maintain the prescribed displacement.
b. If there is a second section of tankers, then tanker 4 is to maintain a range of 3 nm behind the
lead tanker, and so on.
c. The lead tanker is to make frequent broadcasts of its heading and speed whilst IMC prevail.
d. If an aircraft cannot maintain the prescribed separation because of radar/TCAS/TACAN

unserviceabilities, a safe height separation from the rest of the formation is to be achieved; the
tanker leader is to be informed.
Figure 2A-2. Diagram of IMC Multi-Tanker Formation
Height ± 200 ft
204A Tanker Lead Change. There are several ways in which 2 tankers may change the lead when
flying in visual contact. Provided good airmanship is applied, the lead change may be carried out in a
manner suited to the particular circumstances. A maximum overtake speed of 10 kts is recommended. If
a higher speed is used in poor visibility, it is possible that the new No 2 will lose sight of the leader
before joining formation. For the same reason, lateral separation should not be more than about 200 m.
A recommended procedure suitable for most circumstances is as follows:
a. The leader passes its datum heading and speed to the No 2 and orders him to overtake on the
appropriate side.
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ATP-56(B)
Part 2 Annex 2A
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b. No 2 accelerates to overtake the leader on a 5o divergent heading, climbing 200 ft above the
leader’s level. No 2 should aim to put himself slightly high in the leader’s 3/9 o’clock moving
forward to the 2/10 o’clock position.
c. As soon as the leader has visual contact with the No 2, the leader formally hands over control
and maintains echelon on the new leader until otherwise ordered.
d. If at any stage during the overtake the No 2 loses sight of the leader before the leader calls
‘visual’, the No 2 must immediately take collision avoidance and report its actions to the leader.
205A Multi-Tanker Formation Procedures. The formations described in this Annex are an
alternative to close echelon formation and may be adopted at any stage in the cruise at the discretion of
the lead tanker.
a. Pre-Flight Brief. Before a tanker formation is flown, a full and formal brief is to be given by
the formation leader. The main briefing points to be covered for a snake/formation climb are
outlined in Annex 2C.
b. Formation Considerations. The following is merely a guide to formation procedures and

cannot cover all situations. Crews are to use their judgement when circumstances dictate, eg in
conditions of reduced visibility.
(1) Formation Leaders. Formation leaders are responsible for their entire formation.
Differing performance capabilities of other aircraft require additional considerations,
particularly when dissimilar aircraft are mixed in a single formation.
(2) Formation Members. Formation members are to make every effort to maintain correct
positioning and are to be prepared to provide assistance to the formation leader or to assume
the formation lead if required.
(3) Standard Formation. The standard formation is flown with successive tankers in line
astern and stepped up behind the leader.
(4) Formation Weather Limits – Non-AI Radar Aircraft. For non-AI equipped
receivers or non-SKE equipped tankers, weather limits for formation are 1000 ft clear of
cloud, one nm visibility plus one nm of visibility per tanker in the formation.
(5) Formation Weather Limits – AI Radar Aircraft. For AI equipped aircraft the
weather limits are as prescribed for each nation.
(6) Formation Size. Normally, the formation is to comprise a maximum of 3 tankers.
(a) In VMC, the normal separation between tankers is to be 500 ft and 1 nm but this may
be reduced at the discretion of the formation leader in VMC to a minimum of 500 ft and ½
nm.
(b) In IMC the minimum separation is to be 1000 ft and 1 nm.
(7) Altitude Block. An altitude block is to be used whenever possible. If an altitude block
is not available, each tanker is to have a separate IFR altitude assigned.
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ATP-56(B)
Part 2 Annex 2A
_____________________________________________________________________
Figure 2A-3. Diagram Of Multi-Tanker Formation
c. Take-off. If receivers are part of the formation from take-off, they should normally take-off
first. Take-off intervals or sequence may be varied as necessary depending on aircraft acceleration
and performance, training requirements, weather, airfield conditions and mission requirements.
All aircraft are to use the runway centreline for alignment. The effects of turbulence and vortex
generation increase as the take-off roll progresses, reaching a maximum at unstick. The effects of
turbulence may be decreased after take-off by turning slightly left or right as soon as possible
after getting airborne to place the aircraft upwind (if possible) and out of the vortex of the
preceding aircraft.
(1) Tanker Snake/Formation Climb Procedures. Usually, tankers will take-off from
the same base in order to establish formation. Part 2 Annex 2C outlines the snake/formation
climb procedures for all types of tankers. Dissimilar tanker types are to fly a pre-briefed speed
and rate of climb until joined up. A full brief is to be given by the formation leader.
d. Establishing Formation. Normally, the briefed formation disposition is to be established

after cruising altitude is reached; formation disposition may be established directly or from
echelon. Each tanker is to call when ‘in position’. To establish formation disposition from
echelon:
(1) VMC
(a) For 2 tankers, No 2 drops back and climbs into position maintaining visual contact
with the lead.
(b) For 3 tankers, No 3 maintains formation on No 2 until No 2 is in position then drops

back further and climbs into its own position.
(2) IMC
(a) For 2 tankers, No 2 first attains a ½ nm lateral spacing using the loss of visual contact
procedure, then climbs to the appropriate altitude before dropping back into position
directly behind the lead.
(b) For 3 tankers, No 3 is to move into its formation position first. When No 3 is in
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ATP-56(B)
Part 2 Annex 2A
_____________________________________________________________________
position, No 2 is then to establish its own formation position in turn.
e. Rendezvous. Turns in formation should be minimised to ease the station keeping task and
tankers are not to exceed 25° AOB (if tanker national restrictions direct the use of AOB less than
25º, ATC should be informed). Aircraft joining the formation should join in the normal manner
1 nm and 1000 ft below the lead tanker.
(1) Tankers joining a formation are to be passed the formation position to be adopted and an
individual formation callsign numbered sequentially with No 1 as the lead.
(2) Receivers joining a formation are to state ‘visual with xx number of tankers’ before the
lead tanker instructs the receiver(s) to join a specific tanker (using the tanker’s formation
position, not callsign).
(3) Safety. Aircraft joining a formation are not to enter the formation until all aircraft in the
formation have been visually identified.
f. Maintaining Formation. Maintaining correct formation positioning requires constant

attention and effort. The lead tanker is to fly as stable a platform as possible and is to call all
changes of heading, height or airspeed. Any deviation from the stated parameters will be
magnified with each succeeding aircraft. Subsequent tankers should maintain position by
reference to the lead tanker using A/A TACAN, radar, TCAS and visual references. If there is
significant drift, aircraft will not fly ‘nose to tail’ but will fly crabbed relative to each other.
(1) Speeds. At medium cruising levels, due to differences in TAS, it will be necessary for
following aircraft to fly about 5 KIAS slower for every 1000 ft they are above the lead. The
lead tanker will fly the planned formation speed which will be dependent on tanker/receiver
limitations and separately briefed. In some cases this may have to be increased so that the last
tanker is not below the minimum speed for the receiver type.
(2) Turns. To maintain position, all aircraft must start the turn over the same geographical
point. Succeeding tankers will therefore start the turn after an appropriate delay, which will
depend on TAS and separation. The lead tanker should use 10o AOB for turns up to and
including 20o and 25o AOB for turns of more than 20o (if tanker national restrictions direct the
use of AOB less than 25º, ATC should be informed). Any necessary track adjustment due to
wind in the AAR area is to be made on the straight legs; the bank angle is not to be increased
during the turn.
NOTE
Some tankers with receiver(s) in contact, are restricted to 20° AOB.

See National Annexes for details
(3) Climbs/Descents
(a) VMC. In VMC, the lead tanker may elect to climb or descend the formation as a
formation.
(b) IMC. In IMC, climbs or descents as a formation are not permitted and are to be
accomplished by tanker elements moving individually. All movements are to be
controlled by the lead tanker.
(i) For a descent, the lead descends first.
(ii) When established, the lead calls its new level and instructs No 2 to descend to its
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ATP-56(B)
Part 2 Annex 2A
_____________________________________________________________________
new level.
(iii) When No 2 has called at its new level, the lead instructs No 3 to descend and so
on.
(iv) For a climb, the reverse procedure is to be used with the rear tanker moving first
and the lead tanker last.
(4) Autopilot Operation. The autopilot is to be used to reduce fatigue and aid in altitude
separation. Consideration is to be given to placing an aircraft with an inoperative or
malfunctioning autopilot in the last position in the formation for extended periods of
formation.
(5) A/A TACAN. A/A TACAN should be used in the normal manner. If each tanker has 2
TACANs, a channel pairing should be specified between No 1 tanker and No 2 tanker, and a
separate pairing should be specified between No 2 tanker and No 3 tankers (the aircraft in
front selects the higher channel). The lead should use its second TACAN for range (and
bearing) for the receivers as normal.
(6) Formation Position Changes. Formation position changes must be carried out in a
prompt but formal manner. To change the lead, the lead tanker calls the datum heading, height
and speed and instructs No 2 to overtake (normally on the right).
(a) VMC. No 2 descends towards the echelon position on the lead and carries out a
standard lead change.
(b) IMC
(i) No 2 establishes ½ nm lateral separation from the lead tanker using loss of visual
contact procedure, then increases speed by 10-15 KIAS and overtakes maintaining
level.
(ii) When No 1 is able to maintain separation on No 2 (using A/A TACAN, TCAS

and radar), No 1 hands over the lead.
(iii) No 2 takes the lead, reduces to formation speed, renumbers the formation if
applicable, instructs the new No 2 to climb into position and descends into the lead
position.
(iv) A similar procedure is to be used for other position changes within the
formation.
(c) Radar and/or Visual Contact. Radar or visual contact must be maintained
throughout the position change.
(i) If radar and visual contact is lost during a position change, maintain altitude and
advise the formation leader that contact has been lost.
(ii) The formation member losing contact is to ensure positive separation by any
means available and must not attempt to rejoin the formation until positive radar or
visual contact is established.
(d) Renumbering of Formation Members. Aircraft changing position are to

assume the callsign of their new position. When all aircraft are level at their new altitude
and established in their new position, they are to acknowledge with their new formation
callsign.
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ATP-56(B)
Part 2 Annex 2A
_____________________________________________________________________
(7) Refuelling. During refuelling, the formation lead must fly precise airspeeds, altitudes
and heading in order to maintain a stable platform for aircraft in the formation. Any deviation
from these parameters requires corrections which increase in magnitude with each succeeding
aircraft. Therefore, formation aircraft are to maintain their position relative to the lead aircraft.
This prevents the ‘accordion’ effect during refuelling and possible conflict with other aircraft
in the formation. Receivers with large onloads at high gross weight may require airspeeds to
rise as onload increases. Maintaining formation in this scenario may be extremely difficult
and the formation leader should plan for this eventuality and brief/co-ordinate actions
accordingly.
(8) En Route / Straight Track. If necessary, the receivers can be towed to a drop off point,
as specified in the ATO. When the formation is flying a long straight track (IMC or VMC),
tankers can establish a 60° echelon on the tanker ahead:
(a) When the tanker to large receiver ratio is one to one or greater (ie 3 tankers and 2
receivers), 2 nm spacing stacked up 500 ft will normally be used.
(b) When the tanker to large receiver ratio is less than one to one (ie 2 tankers and 4
receivers), 2 nm spacing stacked up 1000 ft will normally be used.
(c) For all fighter type receivers, 1 nm spacing stacked up 500 ft will normally be used.
(9) Use of Radio. Formation management usually requires the use of full RT. This
situation demands strict radio and intercom discipline from all aircraft in the formation.
(a) Cockpit intercom and RT are to be brief and, if possible, not made when the receiver is
closing to or in the contact position.
(b) Boom operator RT is to be brief but adequate and include the entire Callsign
identification.
(c) If RT silence is operationally essential, all aspects of formation disposition,

particularly the RV and join, are to be specifically pre-briefed.
(d) In the normal case when full RT is available, refuelling should normally be conducted
using Radio Silence to reduce RT and avoid possible confusion between receivers.
However, if full RT is used for refuelling, callsigns should not be abbreviated.
(10) EMCON. EMCON is to be the minimum required for flight safety and will depend on
prevailing weather conditions.
(11) Receivers
(a) Receivers are to join the formation at 1 nm and 1000 ft below the lead (lowest) tanker
on the left and, when cleared by the tanker formation leader, move up to their assigned
tanker.
(b) Preferably, there are not to be more than 4 receivers per tanker.
(c) Flow through the tanker is to be left to right.
(i) If receivers require topping up they are to resume left echelon after initial
refuelling.
(d) Once refuelling is complete, all receivers are to establish right echelon and, if
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ATP-56(B)
Part 2 Annex 2A
_____________________________________________________________________
possible, climb 1000 ft above the formation before departing.
(e) Any receiver that loses visual contact with its tanker is to carry out the loss of visual
contact procedure specified in Part 2 Chapter 4, para 406 or 407 as appropriate.
(i) The lead tanker is to co-ordinate the rejoin, as applicable.
(12) Breakaway. It is essential that a Breakaway transmission is prefaced by the

appropriate tanker Callsign. Refer to Part 2 Chapter 4, para 408 for subsequent actions.
(13) Weather Radar. The lead tanker is to maintain weather watch for the whole
formation.
(14) Loss of Contact - Multi-Tanker Formation. See Part 2 Chapter 4 para 407 for
Loss of Visual Contact procedures.
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ATP-56(B)
Part 2 Annex 2A
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ATP-56(B)
Part 2 Annex 2B
_____________________________________________________________________
PART 2 - ANNEX 2B
Force Extension Procedures

201B AAR Deployments (Force Extension). AAR deployments, also known as Force Extension
missions, utilise tankers to deploy receivers along a pre-prepared route which may be promulgated in an
ATO or a route brief and which may include an ALTRV. Often, a considerable portion of the route is
flown with the receiver and tanker in company. On occasions, at least a part of the route may include the
presence of several tankers. The general procedures established for single or multi-tanker formations
should apply, where possible. Options for deployment formation procedures are presented below and
specific instructions are laid out in national instructions; as a general principle, the type of formation to
be adopted should be decided and briefed before take-off.
202B Use of AAR for Force Extension. Where force extension procedures are employed, force
extension tankers (also known as ‘whirlers’) provide AAR for tankers escorting fighters during
deployment operations. Force Extension missions are often complex and demanding to all aircrew,
especially in IMC. All facets of the mission, to include the RV, formation, air refuelling, VMC/IMC
rejoin procedures, and formation break-up are to be briefed during mission planning and clearly
understood by all participants.
203B Force Extension Procedures. When deploying packages of aircraft, particularly fighters,
force extension (or trail) procedures may be employed. The procedures detailed below are the standard
for force extension tankers providing AAR to escort tankers. Any deviations to these procedures are to
be co-ordinated between all tankers (escorting and force extension), receivers, and the mission
commander. If a pre-departure briefing is not conducted due to geographically separated departure
locations, the escorting tanker will coordinate changes in flight to the force extension tanker upon initial
contact, prior to the AAR RV.
a. Basic Join Principles. The RV Delta (Basic Point Parallel) or RV Golf (En route
Rendezvous) usually offer the most convenient process to gather the tanker and receiver aircraft.
b. Transit Formation. Once together, multi-ship tanker formation should plan to fly 60º
echelon, 2 nm spacing unless otherwise directed.
c. Formation in IMC. Missions that encounter IMC conditions during air refuelling may
increase air refuelling echelon formation spacing from 2 nm to 3 nm.
d. Join with Force Extension Tanker(s). If a mid transit tanker (or ‘whirler’) RV is
planned, the escorting tanker will attempt to contact the force extension (or ‘whirler’) tanker and
exchange information that will assist the AAR join. In-flight visibility will be the determining
factor in utilising VMC versus IMC procedures to conduct air refuelling.
NOTE
For the purpose of these procedures, the USAF defines VMC as

visibility equal to or greater than 2 nm. Similarly, they define IMC as
visibility less than 2 nm.)
e. Join Force Extension Tanker - VMC. When cleared by the escorting tanker pilot,
receivers will join on the force extension tanker in the observation position or as directed by the
force extension tanker. Once all receivers have joined the force extension tanker, the escorting
tanker will be cleared for refuelling. Receivers should fly a loose wing formation and, with the
exception of receivers behind the boom or drogues executing the manoeuvre, remain with their
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ATP-56(B)
Part 2 Annex 2B
_____________________________________________________________________
force extension tanker in the event that a breakaway is called.
f. AAR Speeds. The tanker will inform receivers the speed to be used as the refuelling
airspeed for the formation (normally, for large aircraft tankers, this will be in the range 290-310
KIAS). The lead force extending tanker will determine air refuelling airspeed based on
receiver/tanker aircraft types, altitude, weight, weapons load, etc.
g. Join Force Extension Tanker - IMC or Night. Air-to-air radar equipped fighters, when
cleared by the escorting tanker pilot, should adopt one of the following formation positions:
(1) Close Formation with Force Extension Tanker. With the agreement of the Force
Extension tanker, position in close formation on both wings of the Force Extension Tanker.
(2) Trail. If close formation is not practical, the receiver formation should position 1.5 to 2
nm in trail (6 o'clock position) of the escorting tanker, 2000 ft (or as briefed) below their
assigned tanker whilst it is being refuelled by the force extension tanker.
(a) AI radar or other electronic means should be used to confirm longitudinal separation.
h. Post Refuelling Procedures
(1) Once all AAR is complete, the escorting tanker(s) will descend 1000 ft below the force
extension tanker, offset slightly to the right, and then move to a position 1 nm in front of the
force extension tanker(s).
(2) Once the escorting tanker(s) is stabilized in this position, it will assume lead for the
formation after a positive verbal lead change.
(3) The escorting tanker will then clear the fighters forward to rejoin.
(4) Non-air-to-air radar equipped fighters and other aircraft will rejoin visually with their
respective escorting tanker.
(5) If required, air-to-air radar equipped fighters will rejoin using radar guidance.
i. Rejoin in IMC. If IMC prevails and poor visibility precludes visual rejoins, some nations
may permit the force extension tanker(s) to momentarily reduce separation to 1/2 nm and 500 ft
vertical separation to facilitate the rejoin. See Part 2 Chapter 1, para 102d.
j. Inability to Rejoin by End of Track. If the formation reaches the end of the AAR track
and visual rejoins are not possible, fuel permitting, force extension tankers will continue along the
receiver’s route of flight until visual rejoins are possible. If the force extension tanker(s) reaches
BINGO FUEL at, or after the end of the AAR track and the fighters/receivers have not rejoined
with the escorting tanker(s), the entire formation will abort to a suitable alternate airfield.
k. Formation Deconfliction Prior to Separation. The tanker radar should be used for
position monitoring throughout the manoeuvre. It is the force extension tanker’s responsibility to
inform the entire formation of current heading and airspeed until relieved of that responsibility by
a lead change.
(1) The force extension tanker/formation will reform at the top of the air refuelling block.
(2) Once the fighters have rejoined on their respective escorting tankers, the escorting tanker/
formation will reform at the bottom of the block.
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ATP-56(B)
Part 2 Annex 2B
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(3) Formation separation will be accomplished by the force extension or escorting tanker
formation increasing/decreasing airspeed as determined by mission requirements and/or the
permission brief.
(4) Force extension or escorting tankers will not make any climbing or descending turns to
depart the stream until the tankers are identified visually or by radar, are well clear, and verbal
co-ordination is made between tanker formation leaders. All aircrews must clear aggressively
and be cognizant of potential converging headings or conflicts.
(5) When simultaneous refuelling of fighters and escorting tankers is required. The lead force
extending tanker will determine air refuelling airspeed based on aircraft type, altitude, weight,
weapons load, etc.
NOTE
For KC-10 receivers, use 310 KCAS and for KC-135 receivers use 295 KIAS.
l. Departure – Force Extension Tanker. Once all fighters/receivers have rejoined on their
respective escorting tanker, the force extension tanker(s) will depart the stream from the rear of
the formation.
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ATP-56(B)
Part 2 Annex 2B
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INTENTIONALLY BLANK
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ATP-56(B)
Part 2 Annex 2C
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PART 2 - ANNEX 2C
Tanker Snake/Formation Climb Guide
Item Lead Aircraft Subsequent Aircraft

(a) (b) (c)
Pre-flight Brief should include, but is not restricted to, the following points:
Briefing
1. Weather for T/O, en route, AAR, destinations and alternates.
2. ATC callsigns, individual formation callsigns, T/O time and R/T check in times (1).
3. Aircraft, parking locations, POB, fuel for each aircraft.
4. 1.35g buffet (VC10), buffet boundary (TriStar), 1.5 Vmm (KC-10) for each aircraft.
5. Differences in aircraft performance/dissimilar types (2).
6. COMMS/EMCON plan and allowable emitters, A/A TACAN channels and R/T
channels/frequencies and inter-aircraft frequencies.
7. Taxi plan/sequence.
8. T/O and departure routeing, covering abort and emergencies plan and wake
turbulence.
9. Flap retraction height/point (VC10), flap retract schedule (TriStar), Acceleration
Height (KC-10/KC-135). Standard flap retract height for all aircraft in a formation
climb with dissimilar tankers is 1500 ft (unless noise abatement procedures dictate
otherwise).
10. Power settings.
11. Climb/cruise speeds and rate of climb/vertical speeds (below and above 10,000 ft).
Intermediate level offs, turns and bank angles.
12. Transition altitude.
13. VMC/IMC procedures.
14. Formation join up, altitude block, airspeed (indicated/true/mach) and minimum
manoeuvre airspeed. RV join procedure, RVCT and position in formation.
15. Any formation position changes.
16. AAR plan, receiver callsigns and assigned tanker, off/on loads, sequence, base
altitude, track, type of RV.
17. Safety - Loss of Visual Contact procedures.
18. Formation break up and base recovery.
19. Tanker lighting (KC-10/KC-135).
T/O-40 Call for ‘RT CHECK’. RT check with leader.

A/A TACAN ON, CHECKED, as reqd. A/A TACAN ON, CHECKED, as reqd.
T/O-20 Call for ‘START CLEARANCE’ for all Start engines.
aircraft. Start engines. Call ‘READY’ when ready to taxi.
T/O-10 Call ‘TAXI’ for all aircraft. Taxi in turn.
CLNC Obtain ATC clearance for all aircraft. Acknowledge ATC clearance.
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ATP-56(B)
Part 2 Annex 2C
_____________________________________________________________________
Item Lead Aircraft Subsequent Aircraft
(a) (b) (c)
Holding - Call ‘READY’.
Point Brief on A/A frequency: Acknowledge:
‘VMC/IMC SNAKE CLIMB AS
‘VMC/IMC SNAKE CLIMB AS
BRIEFED. CLEARED TO FL (-1000 ft
BRIEFED TO FL ___’
for each ac)’.
Or, if block levels allocated Or, if applicable,
‘MY FL ___ , YOUR FL ___ ’ ‘MY FL ___ ’
Brief any changes.
T/O Call ‘READY FOR DEPARTURE’ for all Stream T/O:
aircraft. 30 sec VMC (VC10),
A/A TACAN ON. 45 sec VMC (KC-135) and IMC (VC10,
One aircraft on runway at a time. KC-135),
FTOT/FULL PWR (VC10), DERATE 60 sec (TriStar, KC-10).
(TriStar, KC-10, KC-135) as reqd. A/A TACAN ON.
Call all turns (3). FTOT/FULL PWR (VC10), DERATE
Use 20º/25o AOB as reqd. (TriStar, KC-10, KC-135) as reqd.
Start turns at appropriate interval after
lead’s call.
CLIMB Climb at 250 kts and briefed rate of climb, Climb at lead’s speed and rate of climb.
IMC Vmm (KC-10) (4). Call passing every 5000 In the climb minimum separation from
ft VMC or 2000 ft IMC (5). At aircraft ahead 2 nm/1000 ft until visual.
FL100/10,000 ft increase to 290 kts and Acknowledge height calls by calling
briefed rate of climb, 93% (VC10) or speed passing level. At FL100/10,000 ft
for weight (TriStar, KC-10) (4)(6). Call increase to lead’s speed and rate of climb.
levelling at cruise FL. Call when level.
TOC/ Speed 290 kts (if subsequent aircraft is Speed 20 kts above lead until in trail
CRUISE VC10) or 300 kts (if subsequent aircraft is formation then as lead. When level
IMC TriStar, KC-10, KC-135). Maintain until minimum separation from aircraft ahead
following aircraft are in trail formation then 1 nm/1000 ft until visual.
as reqd (6).
Visual join procedures may be adopted at any stage when sustained VMC is achieved.
Reduce speed (within buffet limits) and Call ‘VISUAL’. Complete visual join.
VMC power to assist join as reqd (6). Max overtake 30 kts within 2 nm of
Max 20º/25o AOB as reqd with large aircraft ahead. When joined call
receivers joining or in echelon. ‘ECHELON LEFT/ RIGHT’.
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ATP-56(B)
Part 2 Annex 2C
_____________________________________________________________________
NOTES:
1 Timings for RT checks, start and taxi should be stated by the lead tanker.
Standard timings are: RT check at T/O-40, start at T/O-20, taxi at T/O-10 (or when all ac
‘READY’). These timings may be varied to take account of local conditions.
2 If a VC10 and TriStar/KC-10 carry out a snake/formation climb, even if the
TriStar/KC-10 is subsequently to lead the formation, the VC10 should lead the
snake/formation climb. This will reduce problems of wake turbulence during the take-
off and allow the TriStar/KC-10 to use its climb performance to best advantage. A KC-
135 can be either lead or a subsequent aircraft. Any lead change should be carried out
after join up. The following must be considered at the briefing stage:
a. Differences in rates of climb if there are large AUW or performance
differences between aircraft.
b. IAS discrepancies caused by PEC differences.
3 Call all turns using the format ‘C/S TURNING LEFT/RIGHT XXX (hdg) NOW’ and
commence the turn on executive word ‘NOW’, except for turns on a published SID
which need not be called.
4 Details of the different climb parameters for each tanker are as follows:
a. The VC10 and KC-135 snake/formation climb speeds are 250 kts to FL100,
then 290/0.82M (VC10K) or 290/0.84M (VC10C) or 280/0.78M (KC-135). However, a
heavy VC10 may require a higher speed up to FL100 (1.35g buffet speed at FL100
at max AUW with aileron upset applied is 279 kts for a K2 and 268 kts for a
K3/K4). If 250 kts is to be exceeded below FL100, ATC should be informed.
b. The recommended climb schedule for a TriStar is 250/300/0.80 if below
185,000 kg AUW and 250/320/0.82 if at or above 185,000 kg AUW. TriStar should
have CLIMB 1 selected on the FMS when leading or following with TM engaged
and CLIMB 3 displayed if following and using manual throttles.
c. Climb speeds for the KC-10 are normally 250/330/0.82M for aircraft less than
430,000 lbs Gross Wt. Above 430,000 lbs, the KC-10 climbs at Vmm to 10,000 ft
then 330 KIAS/0.82M. For mixed KC-10/KC-135 formations, climb speeds are 285
KIAS with KC-10s less than 500,000 lbs and 310 KIAS for KC-10s equal to or
greater than 500,000 lbs, unless a slower speed is required for an aircraft with
more limiting performance.
5 In VMC, call height passing at least every 5000 ft until subsequent aircraft are
visual. More frequent height calls should be given if there are large AUW or
performance differences between aircraft, or if there are more than 2 aircraft in the
snake climb. In IMC, call height passing every 2000 ft.
6 Call all speed changes.
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ATP-56(B)
Part 2 Annex 2C
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INTENTIONALLY BLANK
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ATP-56(B)
Part 2 Annex 2D
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PART 2 - ANNEX 2D
AAR Formation Procedures – Heavy Aircraft

201D AAR Formation Procedures – Heavy Aircraft
a. Departure. For formation departure and join-up prior to air refuelling, comply with
applicable national formation directives.
NOTE
Normally, tankers will maintain en-route formation while in the orbit

pattern (see figure 2D-1).
b. En-Route Formation. During the final turn to AAR track, tankers will adjust from en-route
formation to 60o right echelon with 2 nm nose-to-nose separation (1 nm for fighters) and stack up
at 500-ft intervals (see figures 2D-2). Unless otherwise briefed, this formation will be used
during the air refuelling operation. Pilots will use their radar scopes, A/A TACAN and TCAS to
maintain the formation position.
Figure 2D-1. Diagram of En-Route Formation
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ATP-56(B)
Part 2 Annex 2D
_____________________________________________________________________
Figure 2D-2. AAR Formation
NOTES
• For an AAR formation of two tankers / four multi-engine receivers or

three tankers / six multi-engine receivers, the tankers will stack up at
1000 ft intervals instead of 500 ft intervals.
• Echelon should be maintained throughout the refuelling except where

conditions require turns into echelon formation greater than 30o, in
which case the formation will be directed by the leader to assume 1 nm
in trail formation until the turn is complete.
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ATP-56(B)
Part 2 Annex 2D
_____________________________________________________________________
202D AAR Formation Procedures To Be Used By USAF Heavy Receivers
a. General. The receiver formation will move into AAR formation upon completion of the RV
or as prebriefed. AAR formation is defined as 60° right echelon stacked up at 500 ft intervals
with 1 nm nose-to-nose separation (see figure 2D-3). Nose to nose separation may be increased
to match tanker air refuelling formations.
Figure 2D-3. AAR Formations – Heavy Receivers
AAR FORMATION AAR FORMATION

(ONE TANKER/TWO (TWO
OR MORE TANKERS/ONE
RECEIVERS) RECEIVER)
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ATP-56(B)
Part 2 Annex 2D
_____________________________________________________________________
a. One Tanker/One Receiver
(1) Upon completion of AAR, the receiver will move aft and descend to a position at
least 1000 ft below the tanker, and at least 1/2 nm in-trail.
(2) If unable to maintain visual contact with the tanker, increase spacing to 1 nm. This
position will be maintained until air refuelling is terminated and clearance is received
from ARTCC.
(3) Prior to either aircraft departing the AAR formation, clearance from ARTCC (US
airspace) or ATC must be received and the tanker and receiver must coordinate their
respective separation manoeuvres (verbal coordination not applicable during EMCON
3 and EMCON 4).
b. One Tanker/Two Receivers
(1) Receiver number 2 will maintain the AAR formation position (60o right echelon
stacked up 500 ft from the tanker) until refuelling is complete for the lead receiver.
(2) At that time, the lead receiver will descend 1500 ft, move aft and left to assume a
60o left echelon, 2 nm nose-to-nose separation from the refuelling element, stacked
down at 1500 ft.
(3) Once receiver lead is established in this post AAR position and calls "established in
post AAR", receiver number 2 will establish radio contact with the tanker and close by
descending, then moving left (10o or less of heading change), until established in a
position 500 ft below and 1/2 nm in trail of the tanker.
(4) After receiver number 2 has completed refuelling, it will manoeuvre directly aft
while descending 1000 ft below the tanker (500 ft above receiver lead) call level at
their altitude, decelerate, and rejoin on receiver lead (verbal coordination not applicable
during EMCON 3 and EMCON 4).
(5) If needed, the tanker will then climb (or the receiver element may descend) to an
altitude which provides a minimum of 1000 ft between the tanker and the highest
receiver.
(6) Prior to any aircraft departing the AAR formation, 1000 ft of altitude separation
between the tanker and highest receiver should be established (500 minimum required),
clearance from ARTCC (US only) or ATC must be received, and the tanker and
receivers must coordinate their respective separation manoeuvres (verbal coordination
not applicable during EMCON 3 and EMCON 4).
c. Two or More Tankers/One Receiver
(1) During final turn to the AAR track, the tanker formation will move into echelon
formation on the right of the tanker leader, stacked up at 500 ft intervals with 2 nm
nose-to-nose separation measured along the 60o echelon (see figure 2D-3).
(2) The receiver will rendezvous with the lead tanker. When reaching 2 nm from the
last tanker, and visual contact is established, the receiver will manoeuvre to refuel from
the last tanker.
(3) After completion of this refuelling, the receiver will descend, then manoeuvre left
(10o or less of heading change), until established in a position 500 ft below and 1/2 nm
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ATP-56(B)
Part 2 Annex 2D
_____________________________________________________________________
in trail of the next tanker (as necessary).
(4) Upon completion of this air refuelling, the receiver will move aft and descend to a
position at least 1000 ft below the lead tanker, and at least 1/2 nm in-trail.
(5) If unable to maintain visual contact with the lead tanker, increase spacing to 1 nm.
(6) This position will be maintained until air refuelling is terminated and clearance is
received from ARTCC (US only) or ATC.
(7) Prior to any aircraft departing the air refuelling formation, 1000 ft of altitude
separation between the lowest tanker and the receiver should be established (500 ft
minimum required), clearance from ARTCC must be received, and all tankers and
receivers must coordinate their respective separation manoeuvres (verbal coordination
not applicable during EMCON 3 and EMCON 4).
d. Three Tankers/Two Receivers
(1) A minimum of 4 successive altitudes (3000 ft) is required for this procedure.
(2) Planned fuel onload figures may vary depending on the mission.
(3) For three tankers/two receivers, the receiver leader will refuel from tanker number
2 first, receiving 1/3 of the scheduled onload.
(4) The receiver leader will then descend and then move left to refuel off the lead
tanker, receiving the other 2/3 onload.
(5) Receiver number 2 will refuel from tanker number 3 first, receiving 2/3 of the
scheduled onload.
(6) Receiver number 2 will then descend and then move left to refuel off tanker
number 2, receiving the 1/3 of the scheduled onload (after the lead receiver has cleared
tanker number 2).
(7) When the lead receiver has completed refuelling, it will clear the lead tanker by
descending, moving aft and left to assume a 60o left echelon, 2 nm nose-to-nose
separation from the refuelling element, stacked down 1500 ft.
(8) Once the lead receiver is established in this post AAR position, the crew will call
"Established in Post A/R."
(9) After receiver number 2 has completed refuelling, it will descend, move directly aft
while descending 1500 ft below tanker number 2 (500 ft above receiver lead), call level
at their altitude, decelerate, and rejoin on receiver lead (verbal coordination not
applicable during EMCON 3 and EMCON 4).
(10) If needed, the tankers will then climb (or the receiver element may descend) to
an altitude which provides a minimum of 1000 ft between the lowest tanker and the
highest receiver.
separation between the lowest tanker and highest receiver should be established (500 ft
minimum required), clearance from ARTCC (US only) or ATC must be received, and
all tankers and receivers must coordinate their respective separation manoeuvres
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 2D
_____________________________________________________________________
(verbal coordination not applicable during EMCON 3 and EMCON 4).
e. Two Tankers/Three Receivers
(1) A minimum of 4 successive altitudes (3000 ft) is required for this procedure.
(2) Planned fuel onload figures may vary depending on the mission.
(3) The receiver leader will receive the total scheduled onload from the lead tanker.
(4) Receiver number 2 will receive 1/2 the scheduled onload from tanker number 2 and
1/2 the scheduled onload from the lead tanker.
(5) Receiver number 3 will receive the total scheduled offload from tanker number 2.
Receiver number 3 will maintain the air refuelling formation (60o right echelon stacked
up 500 ft from the number 2 tanker) until receiver number 2 has completed refuelling
with tanker number 2.
(6) After completing the onload, receiver lead will descend, move aft and left, and
assume a 60o left echelon, 2 nm nose-to-nose separation from the lead tanker, stacked
down 2000 ft.
(7) Once the lead receiver is established in this post AAR position, they will call
"Established in Post A/R."
(8) Receiver number 2 will refuel from tanker number 2 first, receiving 1/2 of the
scheduled onload.
(9) Receiver number 2 will then descend and move left to refuel off the lead tanker,
receiving 1/2 of the onload (after the lead receiver has cleared the lead tanker).
(10) After receiver number 2 has completed refuelling with the lead tanker receiver
number 2 will descend 1500 ft below the lead tanker (500 ft above the receiver lead),
call level at their altitude, decelerate, and rejoin on the lead receiver (verbal
coordination not required during EMCON 3 and EMCON 4).
(11) Once receiver number 3 has completed refuelling with tanker number 2, they
will descend 1000 ft below the lead tanker (500 ft above the number 2 receiver), call
level at their altitude, decelerate, and rejoin on the receiver element (verbal
coordination not required during EMCON 3 and EMCON 4).
(12) If needed, the tankers will then climb (or the receiver element may descend) to
an altitude which provides a minimum of 1000 ft between the lowest tanker and the
highest receiver.
separation between the lowest tanker and highest receiver should be established (500 ft
minimum required), clearance from ARTCC (US only) or ATC must be received, and
all tankers and receivers must coordinate their respective separation manoeuvres
(verbal coordination not applicable during EMCON 3 and EMCON 4).
f. Post AAR Position. The post AAR position is defined as the 60o left echelon
position, 2 nm nose-to-nose separation from the lead tanker, stacked down with a
minimum of 1000 ft separation between the lowest tanker and the highest receiver.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
PART 2 - ANNEX 2E
Receiver Station Keeping Equipment (SKE) –

AAR Procedures
201E Introduction. This annex provides amplified guidance for aircraft employing Station Keeping
Equipment (SKE) to maintain separation.
202E Pre-Flight Briefing. Tanker aircrews will contact their respective SKE formation receiver
aircrews prior to flight to ensure full understanding of the formation air refuelling procedures to be used.
203E Formation Size and Dimensions
a. Normal Formation. The normal SKE formation consists of elements of three aircraft which
fly co-altitude, 4000 ft in-trail from each other, 500 ft right for the number two aircraft, 500 ft left
for the number three aircraft (Figure 2E-1).
b. Maximum Formation Size. Formations may consist of up to ten elements of three aircraft.
Each element will stack-up 100 ft above the preceding element. Tanker formations conducting
refuelling operations with SKE formations will fly 60o right echelon, 1 nm spacing, stacked up
500 ft (Figure 2E-1).
204E Rendezvous. Plan normal rendezvous procedures (en-route or point parallel). The following
detailed tactics will be used when refuelling large formations of receiver aircraft utilising SKE:
a. Receiver formations utilising SKE procedures will use normal AAR Formation Procedures
with minor modifications.
b. At the completion of the rendezvous, receiver formations will transition to a right 60o echelon
refuelling formation.
c. Receivers awaiting an open tanker will maintain the Awaiting AAR Position. (Exception: The
number three receiver when operating with a single tanker will remain inline with the number two
receiver until the number two receiver transitions to the precontact position).
d. Awaiting AAR Position. The Awaiting AAR Position is defined as right 60o echelon off
the last tanker, 1 nm nose to nose spacing, stacked 500 ft above that tanker. Receivers in the
Awaiting AAR Position will be cleared to their tanker after the preceding receiver calls
"RECEIVER (NUMBER) ESTABLISHED IN POST AAR."
e. Change in Formation Constitution. Procedures, including spacing to be used, will be

briefed to tanker and receiver crews prior to flight. If the formation ratio changes (loss of a tanker
or receiver through unserviceability, add-on tanker or receiver, etc.), in-flight coordination is
required prior to the rendezvous.
205E Positive Separation. It is the responsibility of all formation members (both tanker and
receiver) to ensure positive separation throughout refuelling operations. Formation members shall know
and understand where all formation members are at all times. Question any manoeuvre or position which
you do not understand.
206E Unplanned Turns. If an unplanned turn must be accomplished (i.e. weather), tankers must
coordinate with receivers well in advance of the turn. Lead tanker will announce turn direction and
approximate roll out heading on AAR primary. All receivers must acknowledge before the turn may
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
commence. Receiver acknowledgement indicates there is proper separation (see definition below)
between all receivers and tankers and proper separation will be maintained throughout the turn. If a
receiver cannot maintain proper separation, he will call:
"RECEIVER (NUMBER), STANDBY TURN"
Tankers will maintain current heading until Receiver (number) can maintain proper separation and calls:
"RECEIVER (NUMBER), READY FOR TURN"
207E Separation Criteria. Proper separation is defined as one of the following:
a. Established in post-AAR.
b. Established in awaiting-AAR.
c. Established or approaching (within 0.5 nm) the astern or contact position.
d. 500 ft altitude separation and 0.5 nm lateral separation being attained and maintained from
each tanker and receiver.
208E Turns Greater than 90 Degrees. Before executing turns greater than 90o, tankers must be in
trail formation and receivers must be in a SKE in-line formation at least 1000 ft below the lowest tanker.
Awaiting AAR receivers will not depart the Awaiting AAR Position toward the contact position until the:
"RECEIVER (NUMBER) ESTABLISHED IN POST AAR"
call is received. Before moving from the Awaiting AAR Position, that receiver will verify the previous
receiver is clear of the intended flight path to the previous receiver calls:
"RECEIVER (NUMBER) CLEAR"
the receiver in the Awaiting AAR Position will establish radio contact with his respective tanker, and be
cleared to precontact position using normal closure procedures.
209E Formation Irregularities. Any crewmember noting a formation position irregularity which
may involve conflicting flight paths will immediately notify the pilot flying who will take action to
prevent such conflict (roll out of closure heading, cease climb or descent, etc.) and establish radio contact
with the other aircraft to de-conflict the situation.
210E Tanker Echelon. Tankers will maintain a precise 60o right echelon formation position when
refuelling with SKE formations. Precise formation position is more important than maintaining a smooth
platform.
NOTE
When refuelling SKE formations, crewmembers should shorten

individual tactical call signs. Tanker lead is "TANKER 1", Receiver
lead is "RECEIVER 1" and so on.
211E Conditions for 180 Degree Turns On Track. Tanker/SKE Receiver formations may
execute 180o turns on tracks if all the following conditions are met (no later than 2 min prior to the turn):
a. Tankers are in-line formation.
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ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
b. Receivers have rejoined in an in-line SKE formation and are maintaining a position 2 nm in
trail of the lead tanker around the turn.
c. The highest receiver is at least 1000 ft below the lowest tanker.
212E Formation Post Roll-Out. Upon roll-out on new base course, if further formation refuelling is
desired, the receiver formation will transition to normal AAR formation refuelling position. Receivers
may elect to use a SKE Box Pattern. If this option is used, tanker(s) will proceed to the RVCP and
prepare for a second rendezvous (point parallel). Prior coordination is essential.
NOTES
• SKE Box Pattern is a series of turns, 90o or less, initiated at the air
refuelling exit point designed to position the SKE formation for a point
parallel rendezvous in the opposite direction.
• EXCEPTION: For 2 or 3 receivers on 1 tanker only; the receiver in the

contact/astern position may remain in the contact/astern position
during the turn. The other receiver(s) will move to the in-trail position
for the duration of the 180o turn. In-trail aircraft will return to awaiting
A/R or post A/R, whichever is appropriate, after the refuelling formation
is re-established on track (after the turn). The receiver in the
contact/astern position will remain in the contact/astern position until
the other receiver(s) is re-established in the awaiting A/R or post A/R
position.
213E Post SKE AAR. At the completion of AAR, receiver aircraft will move to the Post AAR
position to accomplish their rejoin. The Post AAR position is defined as 60o left echelon, 2 nm nose to
nose separation, stacked down 1000 ft off the lead tanker. For large formations, this may require several
receivers to cross behind the tanker formation prior to the tankers' transition to en-route formation (see
Figure 2E-3 and 2E-5).
NOTE
For post AAR, to transition back to SKE formation, consideration must

be given to the amount of time required to accomplish this transition.
THIS MAY TAKE UP TO 15 MINUTES. Once the receiver formation is
confirmed in their respective SKE positions, the SKE formation leader
will confirm position with tanker leader. Upon confirmation, the tanker
formation can move to the in-trail formation, stacked up 500 ft.
214E Breakaway. In the event of a breakaway, SKE receiver aircraft are limited to an altitude 500 ft
below their respective tanker.
215E Typical SKE Formations. Figures 2E-1 through 2E-8 depict typical receiver AAR formations
when using SKE equipment.
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ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
Figure 2E-1. SKE Formation
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
Figure 2E-2. AAR Procedures (3 Receivers (or 2) on 1 Tanker)
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
Figure 2E-3. Post AAR Procedures 3 Receivers (or 2) on 1 Tanker
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ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
Figure 2E-4. AAR Procedures (3 Receivers on 2 Tanker)
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
Figure 2E-5. Post AAR Procedures (3 Receivers on 2 Tankers)
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ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
Figure 2E-6. AAR Procedures (X Receivers on X Tankers)
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ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
Figure 2E-7. Post AAR Procedures (X Receivers on X Tankers)
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ATP-56(B)
Part 2 Annex 2E
_____________________________________________________________________
Figure 2E-8. Post AAR Turns at End of Track
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 2E
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INTENTIONALLY BLANK
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ATP-56(B)
Part 2 Annex 2F
_____________________________________________________________________
PART 2 - ANNEX 2F
Quick Flow Procedures

201F Quick Flow Procedure (QF) (Boom Only)
a. General. Fighter type receivers may use QF procedures to expedite AAR operations. QF
allows receivers to minimize refuelling time with maximum fuel, but may be employed only
during DAY or NIGHT under VMC conditions. If it appears that flight may result in penetration
of adverse weather conditions, standard IMC procedures will be used. Co-ordination between
tanker(s) and receivers is required prior to initiating QF procedures. Air tasking guidance, direct
communication with the tanker unit or adding the term “Quick Flow” to the initial radio call will
satisfy those co-ordination requirements. The Tanker lead is the final authority prior to initiating
and during QF operations. Left echelon formation is normally used for QF; however, variations
are authorized with prior tanker lead approval and flight lead co-ordination.
b. QF Procedures. Normally, the receiver flight will join on the tanker with the flight lead
moving to the astern position. Remaining aircraft will proceed to the left observation, visual
position. Once the flight lead commences refuelling, the second aircraft in the air refuelling
sequence will move to the “On-Deck Position” (Figure 2F-1). The "On-Deck Position" is echelon
formation on the receiver in the contact position. When the flight lead completes refuelling, that
aircraft moves to an observation position on the tanker’s right wing. The second receiver moves
from the “On-Deck Position” to the astern and contact position. If three or more receivers are part
of the fighter formation, the third receiver moves to the “On Deck” position. The left to right
flow continues until all fighters have refuelled. When AAR is complete, the aircraft will depart
the tanker or remain in echelon formation on the tanker’s right wing for additional AAR. If
further refuelling is required, reverse the above procedures with a right to left flow. The second
receiver can assume a right "On Deck Position" and Quick Flow will continue in order. If
additional receivers arrive prior to the first flights completion, they will remain in trail position
until cleared by the tanker or observe the first flight departing the tanker.
c. Breakaway Procedures. In the event of a breakaway, the “On-Deck” receiver follows the
receiver on the boom. Any receivers on the wing will remain with the tanker. In the event a
breakaway is initiated while a receiver is transitioning from the observation position to the “On-
Deck” position, that receiver will follow the receiver on the boom.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 2F
_____________________________________________________________________
Figure 2F-1. Quickflow Air Refuelling
2 "ON DECK"
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ATP-56(B)
Part 2 Annex 2G
_____________________________________________________________________
PART 2 - ANNEX 2G
KC-130 AAR Formation Procedures

201G Introduction. The USMC typically employs multiple tankers in a trail formation. This
formation is similar to the cell formation commonly used by other tanker aircraft; however, tankers are
stepped down vice stepped up and longitudinal separation between tankers may be as little as ½ nm. The
stepped down formation and reduced separation together permit the Refuelling Area Commander (RAC),
located in the last tanker, to monitor and control all refuelling operations. The RAC directs all receiver
movement around the tanker formation. This formation is routinely used during multi-tanker operations
on a static orbit and may also be used during force extension operations.
202G Multi-Tanker Rendezvous Procedures. The RVs employed by USMC KC-130s are the
same as those for other tanker formations. RVs Alpha or Echo are used during static-orbit operations
whilst, during force extension operations, the RV-Delta (Point Parallel) is the most common RV.
Figure 2G-1. USMC KC-130 Formation
1000’ above highest tanker
3. Receivers depart the formation from the

right reform position of their respective
tanker or the lead KC-130, as required.
500’
½ - 1 nm
2. Receivers will be cleared from the trail tanker to the
observation position of their scheduled tanker. Receivers 1. Receivers join in left
then proceed along the left side of the formation, ensuring observation on the trail
clearance from receivers already established in KC-130
observation. 500’ of lateral separation from the formation
is recommended.
1000’ below the lowest tanker
[NOT TO SCALE]
Reform
½ - 1 nm Observation
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203G Multi-Tanker Formation Procedures
a. Receiver Join. Receivers joining a multi-tanker formation are to join in the left observation
position on the last tanker in the formation. Upon completion of the join, the receiver cruise
formation is echelon in the observation position. The tankers remain in the trail formation for all
phases of refuelling.
(1) Receiver Tanker Assignment. When appropriate, receivers will be cleared by the
RAC to join their assigned tanker in the observation position. Receivers should anticipate
receiving this clearance prior to stabilizing on the trail tanker.
(2) Receiver Joining Assigned Tanker. Once cleared, receivers move along the left side
of the tanker formation to the observation position of their assigned tanker. During this
manoeuvre, receivers shall exercise caution and remain clear of other receivers already
established in an observation position. A lateral separation of 500 ft from the tanker formation
is recommended during this procedure.
b. Receiver Refuelling Flow
(1) Astern Position. Once receivers are established in the observation position, the RAC
will clear them to the astern position on the appropriate hose. Receivers should anticipate
being directed to the right hose first, if available.
(a) Normally, receivers will not be directed behind an aircraft already in contact with a
refuelling hose.
(b) Aircraft that are complete with refuelling on the left hose will be directed to
disconnect and remain in the contact position until the receiver in the right hose has
disconnected.
(2) Clearance to Contact. Once established in the astern position, receivers will be cleared
to contact.
(3) Reform Position. Once receivers are refuelling complete, they will be directed to
disconnect and manoeuvre to the reform position to the right of their respective tanker. With
clearance from the RAC, the receiver flight lead may reform his entire flight in the reform
position on the lead tanker. Receiver aircraft are to exercise caution and remain clear of other
receivers already established in a reform position when manoeuvring along the right side of
the tanker formation.
(4) Leaving. When cleared to leave, receiver aircraft depart the tanker formation either level
or climbing.
204G Communication Procedures. The terminology used during RT-controlled evolutions is

standard. Receivers should be aware that the RAC, vice individual aircraft commanders, controls all
receivers in the formation. During evolutions employing min-com or radio silent procedures, observers
located in the paratroop doors of the KC-130 control receiver movement via aldis-lamp signals per Part 2
Chapter 5 Figure 5C-2.
205G Procedures During IMC. The stepped-down formation employed by the USMC poses a
unique problem when receiver aircraft experience a “loss of visual contact”. In Part 1 Chapter 4,
receivers in contact that lose sight of the tanker are instructed to initially descend 500 ft and reduce
airspeed by 10 KIAS. Executing this procedure with a stepped-down formation creates a conflict
between the receiver and the trailing tanker. To mitigate this hazard, the KC-130 formation should
increase nose-to-tail separation to at least 1 nm. Additionally, receivers in contact that lose visual contact
should climb 500 ft, vice descend 500 ft.
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CHAPTER 3
Accompanied Let Down Procedures

301 General. It may occasionally be necessary for a tanker to accompany receiver aircraft from
cruising level through a joint descent to a height of 500 ft AGL on the approach to a runway. The
accompanied let down procedure provides a standard method of making a formation descent to a point
from which a final approach and landing can be completed.
302 Criteria. When considering the use of an accompanied let down, the following criteria should be
used:
a. The procedure must be fully pre-briefed with particular regard to formation procedures,
speeds, angles of bank and weather minima.
b. Aircraft limiting speeds for gear and flaps must not be exceeded.
c. Single frequency approaches should be used whenever possible.
303 Considerations. In addition to the criteria at para 302 above, the following aspects should be
considered:
a. The effect of wake turbulence, especially in strong crosswind conditions.
b. At night or in IMC, reduced visibility may make formation flying difficult.
c. Most receivers are sensitive to power changes, thus all tanker changes in speed or power must
be called early to prevent an overtake.
d. Calls must be made when selecting services, on commencing descent or go-around and for
heading changes.
e. Primary considerations for the tanker pilot must be smooth flying, accurate airspeeds and the
avoidance of rapid applications of bank. Bank angle is a particular consideration bearing in mind
the long moment of the wing tip from the centreline. If the tanker autopilot is in use, it is
advisable to disconnect it (if possible) from automatic lateral steering and height control facilities,
to avoid unexpected and rapid deviations from a steady formation lead condition.
304 Standard Accompanied Let Down. Procedures unique to specific combinations of tanker
and receiver types are covered in national instructions. However, on occasion a receiver(s) may require a
let down led by a tanker from another NATO nation and in circumstances where pre-briefing or in-flight
briefing is not possible. The following NATO Standard Accompanied Let Down should be used in these
circumstances:
a. The tanker assumes responsibility for radio communication with the ground on behalf of the
whole formation. The tanker navigates to the destination airfield or responds to ground directions.
b. When appropriate, the formation descends to FL100/10,000 ft at the refuelling airspeed,

avoiding high rates of descent.
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c. During the descent from FL100/10,000 ft to the runway instrument pattern height, the
formation progressively reduces speed to 200 KIAS.
d. The tanker should request a runway instrument approach with, if possible, a straight-in
approach.
e. At 3 nm or 500 ft AGL the tanker adopts the go around/overshoot procedure, the receiver
reduces to landing speed and lands.
NOTE
Consider progressive speed reduction to be at 250 KIAS by 10,000 ft

(for FAA and Canadian Regs).
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CHAPTER 4
Safety Procedures
401 Introduction. The foundation for the safe conduct of AAR by national or multi-national forces
is standard, simple and unambiguous procedures. With these criteria established, multi-national AAR is
practicable by day and night, and during periods of EMCON constraint.
402 Rendezvous
a. Vertical Separation. Regardless of the method used to achieve a RV, it is vital to minimize
collision risks by establishing a vertical separation between tanker and receiver; this vertical
separation should be maintained until the receiver commences a visual join with the tanker.
b. Receiver Joining Tanker from Below. In some scenarios, prior to the start of the RV
procedure, the receiver may be cruising above the level of the tanker. Nevertheless, unless
otherwise directed, and to achieve a commonality of practice, the receiver should descend and
establish itself at least 1000 ft below the tanker before commencing the RV procedure. The
cockpit view for receivers is usually better looking forward and upwards; moreover, a join from
below allows the receiver greater freedom for manoeuvre with less risk of losing visual contact
with the tanker.
c. Ultra Low Level AAR. In some circumstances (eg ultra low-level AAR), a join from below
may not be possible, in which case the tanker is to specify the exact nature of the join. If an RV is
planned with a non-standard vertical separation, this should be specified in the tasking message,
SPINS or at the briefing stage.
403 Joining - Safety Considerations
a. Probe and Drogue Refuelling
(1) To complete a safe join, the receiver should achieve a stable formation position (ie zero
rate of closure) on the tanker before manoeuvring to the astern position. Stable formation
must be achieved in a position where an error of judgement in the join does not lead to a
collision risk with the tanker.
(2) Longitudinal distance from the tanker and rate of closure from behind are the most
difficult features to assess, particularly at night; therefore, a direct join to a position behind the
tanker should not be attempted.
(3) Accordingly, all joins should be made to a loose echelon position in the observation
position; thus errors in line and overtake speed can be corrected clear of the tanker.
b. Boom. Although receiver may join directly behind the boom, the considerations described in
para 403a(1) applies equally to receivers joining a boom equipped tanker.
404 Refuelling
a. Standardization. To achieve safe refuelling the standardised radio terms in Part 2 Chapter 5
Annex 5B are to be used. A procedure for light signals to achieve safe radio silent AAR is at Part
2 Chapter 5 Annex 5C. However, it is recognised that not all NATO aircraft carry the necessary
lights to fully implement these procedures at this time; national variations to light signals are
contained in National Annexes at Part 5.
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b. Probe and Drogue AAR Over Land. AAR involves a small risk of parts of the
tanker’s/receiver’s AAR equipment detaching in-flight; broken probe nozzles are the most
common occurrence and not all nozzles are retained in the tanker’s drogue coupling.
Furthermore, on a few occasions, a tanker hose has separated from the aircraft. The civil
population (and their property) should not be exposed to avoidable hazards; therefore routine
AAR (including hose trail and wind) is not normally to take place over populated areas.
c. Trailing Hoses – Inadvertent Separation. If the tanker has not trailed refuelling hoses
before receiver join, the tanker will direct receivers to remain clear of the below and aft position
of the refuelling hoses whilst the hoses are trailed. The majority of inadvertent hose departures
(separation from the aircraft) from tankers occur during trailing or rewinding of refuelling hoses.
d. Trailing and Winding Hoses. If a tanker hose is trailed or wound when the aircraft is not
steady in straight and level flight, the hose may not feed correctly off or onto the hose drum; this
could cause the hose to jam. The risk is small but can be easily avoided without significant
operational penalties; therefore hoses:
(1) Are not to be moved during aircraft attitude changes.
(2) Should only be wound during turns in cases of operational necessity.
(3) May be trailed and wound in a steady climb or descent.
(4) May be trailed during a steady turn.
e. Probe and Drogue Contacts and Disconnects. The rear viewing system of most
multi-point tankers can only monitor the approach path to one wing hose at a time. Therefore,
unless the tanker approves simultaneous receiver contact, the following guidelines should be
adopted:
(1) Simultaneous AAR. For simultaneous AAR, one receiver is to be in contact (with fuel
flowing if wet) before the second receiver is cleared for contact.
(2) Simultaneous Disconnect. Normally, receivers will be cleared to disconnect

simultaneously.
(3) Individual Receiver Disconnect. Receivers may be cleared to disconnect individually

if disparate fuel transfers exist. An individual disconnect may disturb the hose for the receiver
remaining in contact; therefore, during receiver CONVEX, tankers may only order individual
disconnects with the approval of the receiver leader or in the event of a spokes contact.
(4) Contacts/Disconnects – Straight and Level. There is considerable potential for

receiver pilot disorientation during AAR, particularly at night or when horizons are ill defined;
this can be exacerbated by the wing anhedral/dihedral of some tankers giving false horizontal
cues. Ideally, all contacts and disconnects should occur in straight and level flight, although
by day experienced pilots may make contacts/disconnects in steady turns, climbs and descents
providing the formation is clear of cloud and the drogues are stable.
(5) Prohibited Contacts/Disconnects. Contacts/disconnects are not to be permitted

during tanker attitude changes.
(6) Contacts/Disconnects – CONVEX. Some nations require that, during receiver

CONVEX, tankers will order all contacts/disconnects in straight and level flight unless the
receiver supervisory pilot requests otherwise for training purposes.
(7) Contacts/Disconnects – Night. By night, extra caution is needed to guard against

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disorientation. Therefore, with due regard to prevailing visual conditions, the tanker may
permit contacts and disconnects at night whilst in a steady turn/climb/descent. Where a
receiver pilot subsequently elects to make contact or disconnect only in straight and level
flight, they should, if possible, inform the tanker. Some nations will not permit night contacts
or disconnects in a steady turn/climb/descent unless operationally necessary.
f. Damaged Spokes. A receiver pilot damaging the spokes is to call ‘spokes’. If the probe
has penetrated the drogue structure, the receiver pilot is to hold a stabilized in-contact position; the
tanker is to order the receiver to ‘maintain position’. This will allow a controlled sequence of
actions to minimize further damage to the tanker and receiver(s). When conducting multi-point
simultaneous AAR, the tanker is then to order the unaffected receiver to disconnect and move to
an echelon position. The affected receiver is then to be ordered to disconnect; the receiver is to
disconnect in accordance with advice given in its own aircraft manual.
(1) Subsequent Actions - Tanker. Damaged spokes will impair the structural integrity of
the drogue so it is not to be used for further AAR. Before, a multi-point tanker continues AAR
with its serviceable hose, tanker crews will follow tanker-specific procedures for the damaged
hose.
(2) Subsequent Actions – Receiver. When spokes damage occurs, the drogue may shed
debris; and there is a significant probability of the receiver’s engine(s) ingesting the debris.
When clear of the tanker, receiver pilots are to check engine instruments to assess possible
damage, and if practical, have an airborne inspection to check for airframe damage. Receiver
pilots are then to proceed as follows:
(a) Operational Sorties. Where operational considerations are paramount, the sortie
may be continued if there are no signs of engine or airframe damage. The receiver pilot is
to advise the tanker accordingly.
(b) AAR Deployments. Where there are no signs of damage, it may be preferable to
continue with the deployment rather than embark on a long diversion to a foreign airfield
where the aircraft may be grounded awaiting technical assistance. The receiver leader is to
advise the tanker of the preferred course of action. The tanker is to assess the effect of the
receivers’ wishes upon the safety of the formation; in particular, the implications of single
hose AAR upon the overall plan are to be considered. The final decision on whether to
continue or divert the formation (or part of it) rests with the tanker.
(c) Training/CONVEX Sorties. Experience shows that even though there may be no
indication to the receiver pilot of malfunction, engines sustain damage caused by ingestion
of pieces of the drogue on 25% of all spokes contacts. Unless there are overriding reasons
to continue the sortie, the safest course of action is to divert to the nearest suitable airfield.
(3) After Landing. In all cases, the engine(s) of a receiver aircraft that has had a spokes
contact is to be inspected after landing for possible damage.
g. Locked Receiver Nozzle. Exceptionally, it is possible that the receiver probe nozzle may
jam in the drogue reception coupling.
(1) If difficulty is experienced in disconnecting, the receiver pilot is to maintain a stabilized

in-contact position; the tanker is to be informed so that the receiver on the other hose (if any)
can be order to disconnect.
(2) When ordered by the tanker to disconnect, the receiver with the jammed nozzle is to
withdraw down the natural line of the hose; throttles may have to be fully retarded to achieve
separation.
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(3) Upon disconnect, the receiver is to immediately go to an echelon position; parts of the
probe and/or drogue may separate from the receiver and the tanker.
(4) The affected hose is not to be used for further AAR.
(5) The receiver pilot is to proceed in accordance with the instructions given in his aircraft
manual.
h. Boom. The following warnings, cautions and notes are specific to boom AAR:
The receiver will stabilize with zero rate of closure in the astern
position. If the receiver fails to attain stabilized position or it becomes
apparent that a closure underrun will occur, breakaway procedures
will be initiated. Failure to do so can result in a mid-air collision.
Furthermore, the majority of damaged booms result from receivers
closing too fast and exceeding the AAR envelope (inner limit). It is
critical for receivers to stabilize with a zero rate of closure prior to the
boom/AAR systems operator clearing the receiver to contact.
• A receiver approaching the 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.
• Disconnect or breakaway procedures will be initiated any time the

receiver becomes erratic within the AAR envelope or damage to either
aircraft appears imminent.
• Receiver pilots should not attempt to push the boom in during boom
telescope failure
NOTE
If radio communication between the boom operator and the receiver

pilot is lost or unreliable, contacts are not permitted unless
operationally necessary.
405 Options to Reduce the Likelihood of Employing Loss of Visual Contact (Lost
Wingman) Procedures
a. Maximum Number of Receivers – VMC. In day VMC, the number of receivers assigned
to a tanker will be limited only by boom or hose cycle time, receiver bingo fuel requirements, or
the tanker's offload capability.
b. Avoidance of Weather. If a tanker or receiver identifies flight conditions ahead of the

formation (visually, using radar, reports from aircraft ahead or from ATC) that could result in one
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or more formation members losing visual contact with other formation members, the tanker
should avoid the area using navigational turns and co-ordination with ATC.
c. Formation Entering Weather. In the event that the formation enters an area of reduced
visibility, the tanker should endeavour to maintain straight and level flight. If turns are necessary,
they should be made using 10º AOB and called over the radio. In addition, the tanker will state
the approximate roll out heading.
Tanker call: “HAPPY 25, turning right, rollout heading 250.”
Tanker executes turn.
d. Formation Management
(1) Actions to Mitigate Risk of Loss of Visual Contact (Lost Wingman). When in-
flight conditions are likely to impede safe operations of large formations on the wing of the
tanker, the tanker and/or receiver formation lead should consider re-distributing receivers
around the tanker. Such actions as restricting the number of receivers on a wing or moving
some or all receivers into radar trail (provided that the lead receiver in each element is suitably
equipped with a serviceable radar) should be considered.
(2) Large Receiver Formations. Nations have different definitions of a “standard

formation”. For instance, within the UK, a formation:
“is considered as a single unit for separation purposes provided that the formation
elements are contained within one mile laterally and longitudinally and are at the
same level.”
This contrasts with FAA regulations where:
“a “standard formation” is one in which a proximity of no more than 1 mile laterally

or longitudinally and within 100 ft vertically from the flight leader is maintained by
each wingman.”
In all cases, the formation leader is responsible for separation between units comprising the
formation. This is known as MARSA – Military Accepts Responsibility for Separation of
Aircraft. Also, whenever a tanker/receiver formation transits a nation’s airspace, the tanker (as
the formation lead) must be aware of the formation regulations that govern that airspace and
brief the receivers accordingly. Importantly, if the formation occupies or plans to occupy a
volume of airspace (ie. vertically, horizontally or longitudinally) in excess of that defined by
the Aeronautical Information Publications appropriate to the airspace, it is imperative that
approval for using the additional airspace is obtained from the authority responsible for
controlling the airspace.
(a) Formation Size – Night/IMC. During night and/or IMC, the tanker/receiver
formation lead should limit the size of the formation operating on the tanker. In such
situations, normally, no more than 12 receivers will be in formation with a single tanker,
with no more than 3 receivers in close formation on each wing (see para 405d(2)(b)).
(b) Receivers on Tanker’s Wing – Night/IMC. Normally, during night and/or IMC, the
tanker should restrict the number of receivers in close formation with the tanker to a
maximum of 6. These aircraft can be distributed with a maximum of 3 on each
wing. Importantly, when a receiver is positioned astern of, or in contact with, a fuel
transfer system, a wing position must be left vacant for each such receiver to accommodate
the receiver(s) when refuelling is complete.
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(c) Receivers in Trail. When the wing positions are full (to include those positions
reserved for receivers astern of, or in contact with, the fuel delivery system), other
aircraft/elements should be directed to assume a trail position. The first element should be
1 to 1½ nm behind the tanker and stepped down 1000 ft below their tanker's altitude. The
second trail element should be 1 to 1½ nm behind the first element and stepped down 1000
ft below the first element’s altitude, but see para 405d(2) for ATC considerations.
(d) Large Formation – Receiver Distribution. During pre-mission briefing for

large formations, the tanker and formation lead should agree on a distribution plan for the
receivers around the tanker in the event of night/IMC. Whilst numerous factors will help
determine the most appropriate plan for a specific mission, Figure 1-1 illustrates one
possible formation suitable for both boom and centreline hose receivers. Figure 1-2 offers
a suggested formation for twin probe and drogue operations. In both cases, receivers are
shown in the astern position; normally when not refuelling, these receivers will be
positioned on the tanker’s wing.
(e) Receivers – Tanker Formations. For formations of tankers, only the last tanker
will have receivers in trail.
(3) Additional Receivers – Joining (Night/IMC). In night and/or /IMC conditions,

additional receivers should not be cleared to join the tanker when 3 receivers are already in
both the observation and reform positions. Where less than 3 receivers are on a wing,
additional receivers may be cleared to join that wing so long as they:
(a) Remain visual with the tanker and all receivers during the join.
(b) Join on the outside of the formation already on the wing.
(c) The total number of receivers on a wing does not exceed 3.
(4) Tanker Management of Receivers. A large formation of up to 12 receivers against

one tanker requires extensive coordination between the tanker and receiver formation lead.
This is because there will be almost continuous receiver manoeuvring as receiver elements
completing refuelling move aft and trailing elements move forward to the tanker's wing. To
expedite this movement, the tanker should use the following procedures when directing the
receiver aircraft.
(a) Tanker. The tanker should be in straight and level flight.
(b) Tanker Manoeuvring for Weather. For tanker actions when approaching
weather see paras 405b and 405c.
(c) Manoeuvring of Receiver Elements
(i) Element Moving Aft. The receiver element moving to trail from the
observation or reform position is to reposition first by moving aft and then down 500
ft.
(ii) Elements Moving Forward. The trailing elements are not to move forward
until lateral and vertical separation with the tanker and other receiver elements is
confirmed using visual, radar, TCAS, A/A TACAN or other means.
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(iii) Elements Leaving In-Trail Altitude. Elements moving forward may only
leave their in-trail altitude when:
(A) Visual with both the tanker and any receiver elements between them and the
tanker and able to remain clear of such elements when manoeuvring.
OR
(B) Each in-trail element has confirmed and deconflicted its longitudinal and
vertical position with respect to the tanker and other receiver elements using
visual, radar, TCAS, A/A TACAN or other means.
(iv) Element Closest to Tanker. Once paras 405d(4)(c)(ii) and (iii) are satisfied,
the element closest to the tanker may close to radar lock-on limits, or visual limits (as
stipulated in Part 2, Chapter 1) if radar is not working/fitted. Once visual with the
tanker, the tanker may clear the element to close to the wing and/or boom as
appropriate.
(v) Subsequent Trailing Element. Once the element closest to the tanker has
vacated its in-trail position, the next trailing element will move forward to 1nm to 1½
nm in trail of the tanker. Only when it has fulfilled the criteria paras 405d(4)(c)(ii)
and (iii), will the element climb to 1000 ft below the tanker’s altitude.
(vi) Descent of Element Moving Aft. The receiver element moving to the trail
position will continue to move aft to the last in-trail position at 500 ft below the
tanker. Once the first and second elements have moved forward and are confirmed to
be ahead of the element moving aft using visual, radar, TCAS, A/A TACAN or other
means, the latter may descend to the appropriate in-trail altitude (1000 ft below the
tanker if there is only one trail element or 2000 ft below the tanker if there are two
trail elements).
(d) Tanker to Tanker RVs. During tanker-to-tanker RVs, the tanker escorting the
fighters should be at the lower altitude. If the escorting tanker is at the higher altitude,
additional altitude separation between formations will be required.
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Figure 1-1. Night/IMC Formation Suitable for Both Boom and Centreline Hose Receivers
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Figure 1-2. Night/IMC Formations Suitable for Dual Probe and Drogue Receivers
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406 Loss of Visual Contact (Lost Wingman) – Receivers on Tanker Wing in Single
Tanker Formation
a. Immediate Actions upon Loss of Visual Contact. Any aircraft in close formation that
loses visual contact with the tanker or the receiver upon which it is formating is to take immediate
action to achieve safe separation from the tanker, and if necessary, other receivers. This will be
achieved by executing Loss of Visual Contact (Lost Wingman) Procedures whilst simultaneously
transitioning to flight instruments. The receiver is to call:
• ‘(Callsign) loss of visual contact

or
• ‘(Callsign) lost wingman’.
b. Specific Tanker and Receiver Actions
TANKER ACTIONS
(1) Assume Steady Heading (2) Subsequent R/T Calls (3) Navigation Aids
If turning, the tanker is to call: The tanker is to transmit the The tanker will:
following on the AAR
a. • ‘(Callsign) Rolling frequency: • Select the tanker A/A
out heading XXX°’ TACAN channel.
• Its heading (stating °T or • Attempt to establish
Thereafter, the tanker is to roll °M). (If rolling out of a turn, receiver position(s) by all
wings level. the tanker will give the available means (Radar,
heading it intends to maintain TCAS, ATC, DATA LINK
after rollout.) etc).
• Its FL/altitude/height.
• Its speed.
• The receiver A/A TACAN
channel.
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RECEIVER ACTIONS
Receivers(s) Astern or Contact. Receiver(s) astern or in contact losing visual contact with the
tanker will execute the procedures described in para 409.
Receivers on Tanker’s Wing. Upon losing sight of the element upon which it is formating, or if
unable to maintain formation due to spatial disorientation (SD), the receiver will simultaneously
execute the applicable loss of visual contact (lost wingman) procedures described below while
transitioning to instruments.
Tanker Straight and Level (Figure 1-3)
Receiver Closest to Tanker Receiver on Wing of No 1 Receiver on Wing of No
Wing (No 1) (No 2) 2 (No 3)
• Attempt to remain in • Attempt to remain in
formation with the No 1. formation with the No 2.
If visual contact cannot be If visual contact cannot be
maintained, the second in maintained, the third in
echelon will: echelon will:
• Turn away from the tanker’s • Turn away from the tanker’s • Turn away from the
heading using 15° AOB for 15 heading using 30° AOB for 30 tanker’s heading using 45°
sec (15:15). sec (30:30). AOB for 30 sec (45:30).
• Resume the tanker’s heading to • Resume the tanker’s • Resume the tanker’s
parallel track heading to parallel track. heading to parallel track.
Tanker Turning - Receiver on Outside of Turn (Figure 1-4)
Receiver Closest to Tanker Receiver on Wing of No 1 Receiver on Wing of No
Wing (No 1) (No 2) 2 (No 3)
If visual contact cannot be If visual contact cannot be
maintained, the second in maintained, the third in
• Turn away from the tanker by • Turn away from the tanker • Turn away from the
rolling through wings level to by rolling through wings level tanker by rolling through
achieve 15° AOB in the opposite to achieve 30° AOB in the wings level to achieve 45°
direction. opposite direction. AOB in the opposite
direction.
• Maintains this turn for 15 sec • Maintain this turn for 30 sec • Maintain this turn for 30
(15:15). (30:30). sec (45:30).
• Resume the tanker’s heading to parallel track.
Tanker Turning - Receiver on Inside of Turn (Figure 1-5)
Receiver Closest to Tanker Receiver on Wing of No Receiver on Wing of
Wing (No 1) 1 (No 2) No 2 (No 3)
If visual contact cannot be If visual contact cannot
maintained, the second in be maintained, the third in
• Momentarily reduce power to ensure nose-tail separation.
• Roll into turn to achieve 15° • Roll into turn to achieve • Roll into turn to
AOB. 30° AOB. achieve 45° AOB.
• Maintains this turn for 15 sec • Maintain this turn for 30 • Maintain this turn for
(15:15). sec (30:30). 30 sec (45:30).
• Resume the tanker’s heading to parallel track.
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Figure 1-3. Loss of Wingman – Tanker Straight and Level
NOTE:
This figure illustrates the approximate

disposition of receivers and tanker after
simultaneous loss of visual contact of
the tanker / other receivers by each of 3
wingmen followed by the execution of
the appropriate loss of visual contact
action.
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Figure 1-4. Loss of Wingman – Receivers on Outside of Turn
NOTE:

simultaneous loss of visual contact of the
tanker / other receivers by each of 3
wingmen followed by the execution of the
appropriate loss of visual contact action.
The tanker has rolled wings level on the
first call of:
‘(Callsign) loss of visual contact’.
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Figure 1-5. Loss of Wingman – Receivers on Inside of Turn
NOTE:

simultaneous loss of visual contact of the
tanker / other receivers by each of 3 wingmen
followed by the execution of the appropriate
loss of visual contact action. The tanker has
rolled wings level on the first call of:
‘(Callsign) loss of visual contact’

1
c. Tanker Failure to Acknowledge. In either turning case, if the tanker does not
acknowledge the loss of visual contact call, the receiver is also to achieve an immediate vertical
separation of 500 ft below tanker FL/altitude/height.
d. Tanker Climbing/Descending - Receivers. In addition to the actions described in paras

406b above, when the tanker is climbing or descending, and where proximity to terrain is not a
factor, the receiver(s) should level off whilst the tanker continues the climb/descent to the ATC
cleared FL/altitude/height. The receiver must inform ATC of its level off FL/altitude/height either
directly or through the tanker (see para 406f).
e. Lost Wingman with Fuel Transfer Complete. When a receiver executes Loss of Visual
Contact (Lost Wingman) procedures and fuel transfer is complete, it may decide to leave the
tanker rather than execute a rejoin. In such circumstances the procedures outlined in Part 2,
Chapter 1, para 110 should be modified as appropriate to the situation.
f. Informing ATC
(1) Receiver. If the receiver executing loss of visual contact (lost wingman) procedure is
working the ATC frequency, they are to inform ATC about their actions and seek an ATC
service to rejoin the tanker/other receivers or depart.
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(2) Tanker. Where the receiver is not working the ATC frequency, the tanker is to relay the
necessary safety information detailed in para 406 f (1) above.
g. Rejoin
(1) Vertical Separation. When initial lateral separation is achieved, the receiver(s) is/are to
achieve a vertical separation.
(2) Longitudinal Separation. Separated receiver(s) is/are to use radar/A/A

TACAN/TCAS or other means to position 1 nm behind the last in-trail receiver element, so
long as this does not conflict with the position of the next tanker in trail.
(3) Parameters to Rejoin Formation. Receivers will only attempt to rejoin the formation
when they can achieve the parameters described in Part 2 Chapter 1, para 102d.
NOTES
• National Annexes may stipulate different criteria from the above

procedure (e.g. 20:20).
• If mission requirements dictate, tanker and receiver crews must agree

differences to above procedures prior to flight.
407 Loss of Visual Contact (Lost Wingman) - Multi-Tanker Formation. Depending on

national policy, tankers will fly in both close and separated formation (e.g. echelon or trail). In the latter,
the tankers will use a combination of visual positioning, electronic aids, radio transmissions and vertical
separation to maintain the relative position between formation
members.
a. Loss of Visual Contact – Tankers in Close

Formation. For those nations that permit tankers to
fly in close formation (see Figure 1-6), when visual
contact is lost the Loss of Visual Contact Procedures
(“Lost Wingman Procedures”) described in para 406 is
to be actioned, substituting tanker where reference is
made to receiver(s).
Figure 1-6 – Tanker Close Formation
b. Loss of both Visual Contact and Situational Awareness – Separated Formation.
Normally, in addition to visual monitoring, tankers in separated formation, both swept or trail,
have many ways of maintaining situational awareness between all participating tankers. This
includes air-to-air TACAN, weather radar, TCAS, radios, and vertical separation. If both visual
contact and situational awareness are lost, the following procedures should be employed:
(1) Immediate Action by Tanker Losing Situational Awareness. The tanker losing
both visual and situational awareness will transmit:
(a) “Callsign, Lost Contact”
(2) Achieving Vertical Separation. The tanker losing both visual and situational
awareness will coordinate with other tankers in the formation to ensure that vertical separation
is achieved.
NOTE
It is not possible to cover every situation; therefore, procedures for the

more complex formations should be pre-briefed and based on the
principles outlined above.
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408 Breakaway. Whenever a ‘Breakaway’ call is made, the receiver and tanker will perform the
following actions:
TANKER ACTIONS
Initial Actions. The tanker is to maintain heading or established AOB and assigned
FL/altitude/height and
Subsequent Actions.
Post Breakaway – All
Drogue Tankers Boom/BDA
Tankers
• Some nation’s tankers will • The tanker is to increase • To regroup the formation,
accelerate up to the drogue power and accelerate when the situation permits,
limiting speed for probe and consider rolling wings level
drogue AAR operations • Calling the roll-out
heading on R/T
• If the Boom Operator calls
"clear to climb", the tanker
will begin a slow climb
maintaining established AOB.
It is imperative that the
airspeed is not allowed to
decrease below that indicated
at the start of climb
RECEIVER ACTIONS
(1) Immediately disconnect.
(2) Move back and go to a safe position clear of the tanker and the refuelling equipment.
Probe and Drogue –
Probe and Drogue – Wing Boom
Centreline
For probe and drogue tankers, the safe position is clear of the area
directly behind the tanker and outboard of the tanker’s wing.
• Left Wing. The receiver on • Centreline. A receiver on • The receiver will
the left hose moves to the left the centreline hose should commence an immediate
wing move outboard to whichever descent to achieve vertical
wing has room to separation
accommodate the aircraft.
• Right Wing. The receiver on • If possible, drop aft of the
the right hose moving to the right tanker until the entire tanker
wing is in sight
• In the event that the
receiver loses visual contact
with the tanker during the
breakaway:
• Fighters:
Descend at least 500 ft
below the tanker
• Heavy Receivers:
below the tanker
Breakaway Terminated. Once the breakaway is terminated, the receiver may either arrange with
the tanker for a further closure or to depart.
SAFETY NOTES:
(1) Receivers waiting in echelon should remain in formation on the tanker.
(2) Receivers waiting in echelon, as well as those executing a breakaway manoeuvre,
are to exercise good lookout to prevent a receiver/receiver collision.
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409 Loss of Visual Contact – Receiver(s) in Contact or Astern, or Astern Following a
Breakaway
RECEIVER(S)
Immediate Receiver Actions upon Loss of Visual Contact
Upon losing sight of the tanker, or if unable to maintain formation due to spatial disorientation (SD),a
receiver(s) in contact or astern or following a breakaway will simultaneously:
(1) Immediately disconnect (if appropriate).
(2) Execute the applicable loss of visual contact (lost wingman) procedures described below
while transitioning to instruments.
(3) Make a call of:
• ‘(Callsign) loss of visual contact’
(4) Slow down 10kts
TANKER ACTIONS
Initial Actions. The tanker is to maintain heading or established AOB and assigned
FL/altitude/height and
Subsequent Actions
Post Breakaway – All
Drogue Tankers Boom/BDA
Tankers
• Some nation’s tankers will • The tanker is to increase • To regroup the formation,
accelerate up to the drogue power and accelerate when the situation permits,
limiting speed for probe and consider rolling wings level
drogue AAR operations and calling the roll-out
heading on R/T
• If the Boom Operator calls
“clear to climb”, the tanker
will begin a slow climb
maintaining established AOB.
It is imperative that the
airspeed is not allowed to
decrease below that indicated
at the start of climb
SUBSEQUENT RECEIVER ACTIONS

Tanker Straight and Level
Centreline Probe
Boom Receiver –
Wing Pod Receiver(s) Receiver – Fighter and
Fighter & Heavy
Heavy Receivers
When one or two receivers on the A centreline receiver is to: A boom receiver is to:
wing pod(s) lose visual contact,
they are to:
• Perform Immediate Receiver Action as described above, plus
• Hold tanker heading
• Descend 500 ft/1000 ft • Descend 500 ft or until • Fighters:
(left/right receiver) visual with the tanker Descend at least 500 ft
below the tanker
below the tanker
• After 30 sec, resume normal airspeed
• Wing Pod and Centreline Probe and Drogue. Once visual with
tanker, position to left or right of the tanker centreline either as
directed by the tanker or where there is a space within the formation
on the tanker’s wings. Do NOT remain directly behind the tanker as
debris or the hose may fall from the tanker.
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SUBSEQUENT RECEIVER ACTIONS

Tanker Turning
• Perform Immediate Receiver Action as described above, plus
Centreline Probe Receiver
Wing Pod Receiver - Boom Receiver –
– Fighter and Heavy
Outside of Turn Fighter & Heavy
Receivers
When one or two receivers on the A centreline receiver is to: A boom receiver is to:
wing pod(s) lose visual contact,
they are to:
• Roll through wings level, to
achieve 15° AOB in the opposite • Roll wings level
direction
• Descend 500 ft/1000 ft • Descend 500 ft or until • Fighters:
(left/right receiver) visual with the tanker Descend at least 500 ft
below the tanker
below the tanker
• Establish a heading 15° away
from the tanker’s heading
• Hold new heading for 15 sec
• Resume the tanker’s heading to
• When stable, turn on to tanker’s heading
parallel track (15:15:15)
• After 30 sec, resume normal airspeed
Wing Pod Receiver - Inside
of Turn
• Call “loss of visual contact”
• Simultaneously slow down 10
kts and
Maintain the turn until heading
15° away from the tanker’s
heading
• Descend 500 ft/1000 ft
(left/right receiver)
• Hold new heading for 15 sec
• Resume the tanker’s heading to
parallel track (15:15:15)
• After 30 sec, resume normal
airspeed
• Wing Pod and Centreline Probe and Drogue. Once visual with
tanker, position to left or right of the tanker centreline either as
directed by the tanker or where there is a space within the formation
on the tanker’s wings. Do NOT remain directly behind the tanker as
debris or the hose may fall from the tanker.
Breakaway Terminated. Once the breakaway is terminated, the receiver may either arrange with
the tanker for a further closure or to depart.
SAFETY NOTES:
1. Receivers waiting in echelon should remain in formation on the tanker.
2. Receivers waiting in echelon, as well as those executing a breakaway manoeuvre,
are to exercise good lookout to prevent a receiver/receiver collision.
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410 Leaving. See Part 2 Chapter 1 para 110.
411 Aircraft Malfunction

a. A tanker or receiver emergency may require an urgent cessation of refuelling; in this event the
radio call:
• “(Tanker Callsign), Breakaway, Breakaway, Breakaway”
and/or signal light command is to be given, see Part 2 Chapter 5 Annexes 5B and 5C.
b. The receiver is required to disconnect immediately and move clear of the tanker, see para 408
and 409. The responsibility of achieving safe separation is placed on the receiver.
c. The tanker is to maintain heading. Also, the tanker is to maintain FL/altitude/height or climb
as required by national breakaway procedures. Additionally, some nation’s tankers will accelerate
up to the drogue limiting speed for drogue AAR operation.
d. For boom/BDA operations, the tanker is to increase power and accelerate.
412 Wake Turbulence. Wake turbulence caused by wide-bodied (heavy) jets can affect a
considerable area and precautions are necessary to ensure that AAR formations are not subject to
disturbance whilst refuelling is in progress. If a contact is reported by radar or sighted visually, whose
track will coincide with or cross within 10 nm of the track of an AAR formation and whose vertical
position is within the 2000 ft band above the formation, the following action is to be taken:
a. Attempt to identify if the contact is ‘heavy’.
b. If ‘heavy’ or if identity cannot be established.
c. Order any receivers in contact to disconnect.
d. Do not bring receivers into contact until affected track area has been traversed.
NOTE
Multi-tanker formations that include TriStar/KC-10 should be

particularly aware of wake turbulence, especially if the TriStar/KC-10 is
leading or takes the lead.
413 Fuel Dump. On occasions, a tanker may have to dump fuel. The tanker pilot is to inform the
national ATC agency that a ‘fuel dump’ is necessary and is to obtain permission from the ATC agency
prior to dumping fuel. Many nations have designated fuel dump areas and, if possible, the tanker is to fly
to this area before dumping fuel.
414 Hose Jettison. If at all possible, hoses are to be jettisoned over the open sea, at least 20 nm
from the coast. Some nations have reserved ordnance jettison areas; therefore, the tanker pilot is to
advise the ATC agency of the need to jettison a hose and is to operate in accordance with the national
ATC agency directions. Additionally, the tanker crew is to use all available means to ensure the area
below the tanker is clear. This is best achieved by carrying out a visual search of the area below, if
weather conditions and fuel reserves permit. If weather conditions and/or fuel reserves do not permit a
visual search, then the hose may be jettisoned, under the directions of the national ATC agency, from the
normal cruising FL/altitude/height. In this case, the tanker’s radar is to be used to check that the area is
clear and the ATC agency is to confirm that the airspace beneath the tanker is clear of other aircraft. The
position and time of release is to be logged and reported using an appropriate national Air Incident
Report. Only in an emergency is the hose to be jettisoned over land. If the hose fails to jettison, the
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aircraft is to recover to land avoiding built up areas.
415 Radar and Weapons. It is the responsibility of the receiver aircraft commander to ensure that
the aircraft radar is not radiating. Normally, the radar should be set to standby once the receiver is visual
with the Tanker. Similarly, the receiver aircraft commander is to ensure that weapons are safe prior to
commencing an RV with a tanker. During conditions of EMCON constraint (EMCONs 3 and 4), radio
calls between tanker and receiver to check on radar and/or armament states are both inappropriate and
impractical.
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CHAPTER 5
Communications
501 Security. It can be assumed that all AAR frequencies will be subject to regular monitoring by
potentially hostile agencies. Message originators are to ensure that classified information is not passed in
an unclassified form. In particular, messages concerning airframe numbers, linkage of squadrons and
locations, order of battle and associations of personnel with units are not to be transmitted. Tanker
transmissions are liable to be intercepted, thus giving hostile forces knowledge of tanker positions and
procedures; therefore, transmissions must be kept to a minimum. It will also be necessary on occasion to
restrict the use of some or all aircraft electronic transmitting equipment.
NOTE
Depending on the EMCON conditions, some tanker nations may permit

or mandate the transmission of aircraft airframe numbers in order to
track fuel transfer. Receiver national guidance must be followed before
complying with such requests.
502 Communications in Multi-Tanker Formations. The lead tanker crew is responsible for the
formation communications. If special circumstances require, specific tasks may be delegated to other
tankers in the formation.
503 HF Transmission Restrictions
a. Facilitating Join-up. HF radio communications during AAR is limited to situations when

either the tanker/receiver combination is beyond UHF range or to facilitate join up for AAR if
unable to make UHF contact.
b. Use of HF During AAR. No HF transmissions are to be made from a tanker or receiver

when a receiver is in contact or about to make contact and all HF equipment must be switched to
STANDBY/MONITOR where possible.
NOTE
Some receiver aircraft have flight control systems which are

susceptible to HF transmissions. Therefore, they may require a greater
separation from the tanker before HF transmissions are made (eg
Tornado aircraft require 1000 m / ½ nm separation before tanker HF is
used).
504 IFF/SIF. IFF/SIF is to be operated on all exercises/operations in accordance with the tasking
order. If it is necessary to switch IFF to standby, the controlling unit is to be informed.
505 Search and Rescue (SAR) Aircraft. On some Oceanic AAR flights, maritime patrol aircraft
may be tasked to provide airborne SAR cover for a deployment. SAR aircraft should listen out on the
briefed AAR frequency and monitor normal Oceanic frequencies for regular position reports. Where
applicable, individual Mode 1 IFF settings should be allocated to all tankers and receivers to aid the SAR
aircraft to track the formation(s).
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506 AAR Radio Procedures
a. General. Control of receivers during routine AAR is achieved by radio commands given by
the tanker. To assist interoperability, these commands are standardized, although
mission/operation-specific requirements may be detailed in the tasking order. Importantly, to
avoid uncertainty, normally, all RT calls will be prefaced with the speaking unit’s individual
callsigns. Outside of the training arena, normal operations are conducted using EMCON 2
procedures. Therefore, radio communications should be kept to a minimum consistent with safety
and the published EMCON option; excessive radio traffic is distracting to the receiver pilot and is
a potential source of confusion. Regardless of the type of AAR equipment in use, only a basic set
of commands is required to accomplish refuelling. These basic commands are listed at Part 2
Annex 5B.
b. Probe and Drogue. In general terms, the probe and drogue system places the responsibility
of positioning for refuelling on the receiver, after the tanker has cleared the receiver astern the
refuelling equipment.
c. Boom. The boom system places more reliance on the tanker giving positioning commands to
the receiver and the boom interphone should be used rather than RT whenever possible.
d. Air-to-Air (A/A) TACAN
(1) To provide A/A TACAN ranging, the tanker and the receiver (one aircraft per receiver and
tanker formation) should tune the assigned A/A TACAN channels 15 min before the RVCT.
The two designated channels will be 63 channels apart with the receiver setting the lower
channel and the tanker the higher channel. The majority of receivers use the Y- channel but
some only have X-channel capability.
(2) A/A TACAN should be left in the A/A setting until the receiver reaches astern (boom) or
the observation position (drogue).
e. Monitoring Guard. During AAR , where radio equipment permits, tanker crews must
maintain a listening watch on 243.00 MHz; this provides a guard frequency for receivers that need
to join a tanker but do not know the AAR control frequency. Furthermore, 243.00 MHz provides a
guard frequency in the event of loss of radio contact between tanker and receiver.
f. Loss of RT Communication. Loss of radio communication between tankers and receivers

could prove hazardous, particularly during boom AAR. Receiver and tanker crews are to be aware
of any national restrictions on the conduct of AAR when communications have been lost and are to
operate in accordance with such instructions.
507 Verbal Communication – Boom AAR Only. Communication requirements should be

established prior to the flight. Normally, boom visual signals will be used exclusively; however, if
required or requested by the receiver, the boom operator will begin communications when the receiver
reaches approximately 50 ft from the contact position. Direction, if required, will precede distance (in ft)
for the receiver to move and will be given until the receiver reaches the contact position; example:
“Forward 50”, “Up 4”, “Back 2”
When contact is established the tanker will state:
“(Tanker Callsign) contact”
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For Emission Options 1 and 2, the boom operator will make a astern radio check with the
receiver(s) and the receiver(s) will acknowledge; example:
Tanker will say:
“25/57”
The receiver will reply:
“25”
508 Boom Envelope Demonstrations. During receiver pilot demonstration of AAR envelope
limits, the boom operator will state the limit and give the boom position for the limit being demonstrated
in increments of “2” for roll/azimuth and elevation, and “1” for telescoping (These are "degrees" and
"feet" respectively but the dimensions are not normally included in R/T transmissions). When tankers
are not equipped with an Independent Disconnect System, prior to receivers demonstrating envelope
limits, the boom operator is required to confirm that a boom operator-initiated disconnect occurred. In
this instance, receivers shall not request an envelope limits demonstration on the first contact.
509 Manual and Emergency Boom Latching. During tanker manual operation (without tanker
disconnect capability) and emergency boom latching the following receiver briefings will be
accomplished:
a. Tanker Manual Operation (TMO) Briefing (Without Tanker Disconnect

Capability). During the briefing for tanker manual operation where there is no tanker disconnect
capability, the boom operator will state:
“(Receiver Callsign), the following contacts will be made in tanker manual operation without
tanker disconnect capability. Receiver air refuelling system will remain in normal and
receiver pilot must initiate all disconnects.”
“(Tanker Callsign), ready”
Receiver pilot acknowledges by stating:
“(Receiver Callsign) ready”
b. Emergency Boom Latching/Override Operation Briefing. During the briefing for

emergency boom latching/override operation, the boom operator will state:
Receiver pilot will acknowledge by stating:
“(Receiver Callsign), ready”
Tanker boom operator will state

“(Receiver Callsign), the following contacts will be made in manual boom latching. The
receiver must initiate all disconnects”
The receiver will acknowledge by stating:
“(Receiver Callsign) astern ready”
Tanker boom operator acknowledges by stating:
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510 Fuel Transferred. At a convenient time between the receiver disconnecting and leaving the
formation, the tanker should inform each receiver of the amount of fuel transferred. For boom interphone
equipped tankers, the offload report may be made prior to disconnect. Whenever possible, the fuel
quantity should be expressed in the units of measurement used by the receiver’s fuel system.
511 Loss of Radio Contact. If radio contact is lost between tanker and receiver on the allocated
AAR frequency:
a. Attempts are to be made to re-establish contact on the secondary AAR frequency.
b. If contact is not established on the secondary frequency or one is not allocated, both tanker and
receiver are to establish contact on 243.00 MHz (121.50 MHz for some receivers).
c. Continued routine communication should not take place on the distress frequency; therefore
tanker and receiver should attempt to continue AAR communication on another mutually
acceptable frequency.
d. Some receivers have only one main radio and a standby radio pre-tuned to the distress
frequency. If the loss of radio contact was caused by the failure of the receiver’s main radio, then
AAR communication on the distress frequency will be necessary; nevertheless, this should be
minimized and radio silent procedures should be adopted if possible.
512 Emission Control Procedures. There may be a need to conduct AAR exercises/operations in
electronic silence. The controlling authority will promulgate the emission control (EMCON) procedure
in force for the exercise/operation. The use of electronic emitters will vary according to the assessed
threat. The definition of each EMCON option is given in Part 2 Annex 5A. Also, EMCON options and
acceptable communications for each option are shown in Part 2 Annex 5A. This describes 4 levels of
restriction on the use of electronic emissions and provides for further refined selection of transmitters.
513 Radio Silent Procedures. There will be occasions when AAR is conducted using agreed
procedures and signalling facilities without the use of radio. For pre-planned operational and training
missions, the method, time and place of rendezvous, together with the amount of fuel to be transferred,
must be covered in the pre-flight briefing of both the tanker and receiver crews. Radio silent procedures
and visual boom signals are detailed in Part 2 Annex 5C. The occasions requiring silent procedures are:
a. When called for by the EMCON policy in force.
b. When deemed tactically necessary by the tanker or for training purposes agreed between
tanker and receiver. In these cases, the tanker commander initiates the procedures by stating at the
briefing stage or on radio at any time ‘silent procedures’.
c. In the event of radio failure. Refuelling following total radio failure should only be
undertaken when refuelling is essential due to the critical nature of the mission.
d. In the event that a receiver requires fuel but does not know the tanker’s operating frequency.
514 Breakaway During Silent Procedures. If the situation calls for a breakaway during radio
silent AAR, verbal breakaway procedures will be used in conjunction with the visual signal detailed in
Part 2 Annex 5C.
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PART 2 - ANNEX 5A
Emission Control
Figure 5A-1. Emission Control (EMCON) Options – Communications Criteria
EMCON Criteria
Emission Option 1 Any and all emitters are authorized, ie full RT for training purposes adding any
timing that would affect the RV. (Note: This option is normally used for all
Qualification/Certification Training.)
Emission Option 2 Routine EMCON.

(Restricted R/T a. Emission Option 2 is the desired standard for day to day AAR.
Communications)
General.
b. Radio silent formation except for RV and AAR which is conducted with
limited radio exchange.
c. All other emitters are authorized.
d. Essential radio transmissions for flight safety may be made.
e. At initial contact, receivers and tankers will exchange callsigns, RV (type),
FL/altitude/height, A/A TACAN, Mode 3, altimeter setting and any
changes in tanker timing that would affect the RV (in minutes early or
late).
f. Altimeter setting and hot armament check will also be co-ordinated, if
applicable.
g. If not at the planned RV FL/altitude/height, an additional call is required
when reaching that FL/altitude/height.
Boom Operations.
h. For boom operations, an abbreviated astern radio check is required when
the receiver reaches the astern position.
i. The boom operator will transmit numerical callsigns only, eg ‘25,57’, and
the receiver will respond ‘25’. If this check cannot be completed,
refuelling will not commence unless a mission priority or receiver fuel
emergency has been declared.
j. Receivers will not depart the astern position until either this radio check is
achieved or visual signals direct approach to contact.
k. Tanker boom operators will give verbal corrections when required to
ensure receiver aircraft maintains proper envelope position.
Restrictions under EMCON 2.

l. More restrictive procedures under emission Option 2 will be fully
coordinated between tanker and receiver units. In an emergency or
abnormal condition, the tanker/receiver may transmit over an AAR
frequency.
Emission Option 3 Radio silent operations including formation, RV and AAR. The use of other
(Silent R/T) emitters is authorized unless specifically prohibited.
Emission Option 4 No emitters will be used unless specifically authorised by the plan that the AAR is
(Emission Out) supporting (ATO, SPINS, Rules of Engagement (ROE), Operations plan, Safe
Passage procedures, or other mission directive).
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Figure 5A-2. Emission Control (EMCON) Options - Communications
Item Action Emission Option (1) (2) (3)

1 2 3 4
(4) (5)
1
Tanker radio set 30 min prior to RVCT/RV (if dual radio capable). X X
2
15 min call (if applicable). X X
3
A/A TACAN set 15 min prior to RVCT/RV. X X X (6)
4
Beacon positive identification (if applicable). X
5
RVIP call (if applicable). X X(7)
6
ADF check (if applicable). X
7
Halfway through the turn call (tanker) - (if applicable). X
8
Mandatory tanker/boom operator calls:
a. Astern call. X X
b. Clear receiver to contact. X
c. Acknowledge contact/disconnect. X
d. Verbal corrections. X
e. Advise receiver(s) to return to astern for check list or X
equipment considerations.
9 Mandatory receiver calls after 15 min call:
a. Visual contact established/lost to include overrun. X
b. Astern call (acknowledgement). X X
c. When contact or disconnect is made. X
d. Boom - verbally notify boom operator prior to X X
Manual/emergency boom latching procedures.
10 Post AAR X X
NOTES:
1. When using EMCON Options 2 - 4, boom interphone should be used when receiver
compatible. Tanker and receiver planners will co-ordinate and crews are to be
thoroughly briefed on: RV type, RV point and time, tanker and receiver
FL/altitudes/heights, cell procedures and break up arrangements, and missed RV
procedures (including refuelling area departure time and back up communication
procedures). If different EMCON options are to be used during different phases of
the route, this must be included in the briefing.
2. Variations may be co-ordinated, eg: ‘EMCON 2, ITEM 9a COMMS N/A’ would mean
normal EMCON Option 2 procedures except the astern call would be deleted.
3. EMCON Options 1 and 2 only are used when the FAF C135-FR is conducting pod
refuelling.
4. Radio silent procedures. Use of other emitters is authorized unless prohibited by
supported operations plans.
5. No emissions (radios, doppler, navigation transmissions, radar, IFF, exterior
lighting, etc) unless authorized by the ATO, Rules of Engagement (ROE),
operations plans, safe passage procedures or other mission directives.
6. RV Bravo, Charlie, Delta (Point Parallel) and Echo.
7. Modified RV Delta (Point Parallel) procedure.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 5A
_____________________________________________________________________
Figure 5A-3. EMCON Options – Emitters
Emission Option
Item Equipment
1 2 3 4
1 Radar On On As required Off

2 Doppler On On As required Off
3 Beacon On On As required Off
4 Radio Altimeter On On As required Off
5 TACAN/DME On On As required Off
6 IFF On On As required Off
7 UHF/VHF On On Monitor Monitor
8 HF On On Monitor Monitor
9 Lighting On On As As
appropriate / appropriate /
briefed briefed
10 TCAS On On As required Off
NOTE: Variations may be co-ordinated, eg: ‘EMCON 2, ITEM 1 EMITTERS OFF’ would
mean normal EMCON Option 2 procedures except the radar would be off.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 5A
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ATP-56(B)
Part 2 Annex 5B
____________________________________________________________________
PART 2 - ANNEX 5B
Communication Procedures
Serial Situation Tanker RT Receiver RT
(a) (b) (c) (d)
1 15 min prior to RV a. Set Radar/Rendezvous a. Set Radar/Rendezvous
Beacon (where fitted) Beacon (where fitted)
b. Set Air to Air TACAN to b. Set Air to Air TACAN to
appropriate channel (ensure Y- appropriate channel (unless
or X- channel set appropriate to required for navigation)
receiver capability) c. Transmit receiver IFF
2 RV Initial Call – made “(Receiver Callsign), (tanker “(Tanker Callsign), (receiver
following ATC clearance to callsign) for RV (type). My callsign), when cleared, my
call (may be as much as 15 FL/altitude/height, when FL/altitude/height, TACAN
min prior to RVCT) cleared, your (channel), Mode 3, (timing, if
FL/altitude/height, set A/A required), (and altimeter setting
TACAN (channel), Mode 3, if not 1013.2mb (29.92 inches
(timing if required), (and Hg)), (if appropriate, nose
altimeter setting if not cold, switches safe)” (1)
1013.2mb (29.92 inches Hg))”
(1)
3 Receiver has radar contact - “(Callsign) Judy”
and takes responsibility for
closing to visual range
4 Receiver has visual contact - “(Callsign) Visual”
approaching tanker
5 Receiver cleared to join “(Callsign) Clear join” Acknowledge (2) (3)
tanker
6 Receiver in the Observation - “(Callsign) Observation” (4)
Position
7 Tanker AAR equipment “(Callsign) Clear astern Acknowledge (4) (5) (6)
deployed (hose trailed, boom left/centre/right” (4)
lowered)
8 Receiver astern - “(Callsign) Astern
left/centre/right left/centre/right (4) (6)
9 Tanker AAR equipment “(Callsign) Clear contact Acknowledge (8)
ready to pass fuel (specify left/ right if a multi-
point tanker)” (4) (7)
10 Closing to boom contact “Stabilize, Forward, Back, Up, Acknowledge (4)
Down, Right, Left, Return to
astern” (4)
11 Receiver to disconnect “(Callsign) Disconnect” (4) Acknowledge (4) (9)
12 Receiver astern - “(Callsign) Astern
left/centre/right left/centre/right”
13 Receiver to effect “(Callsign), Breakaway, Disconnect (11)
Emergency Separation Breakaway, Breakaway” (10)
14 Practice Emergency “(Callsign), Breakaway, Disconnect (11)
Separation (12) Breakaway, Breakaway” (10)
15 Terminate Emergency “(Callsign) Terminate Acknowledge (4)
Separation Emergency Separation”
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ATP-56(B)
Part 2 Annex 5B
_____________________________________________________________________
Serial Situation Tanker RT Receiver RT
(a) (b) (c) (d)
16 Receiver strikes drogue and - “(Callsign) Spokes” (13)
suspects damage to ribs or
canopy of drogue
17 Receiver to move from “(Callsign) Go reform” (14) Acknowledge (4)
astern to Reform Position
18 Receiver echelon - “(Callsign)
Observation/Reform Observation/Reform (14)
19 Receiver cleared to leave the “(Callsign) Clear to leave” Acknowledge
tanker
Communication Procedures
NOTES:
1. In some national airspace, ATC controllers permit receiver(s) to contact the
tanker to discuss the RV whilst the receiver(s) is(are) still under ATC control.
The tanker’s “when cleared” statement warns the receiver(s) that the RV
information is not to be acted upon until ATC either releases the receiver(s) (eg
MARSA) or approves changes in the receiver(s) flight parameters such as
FL/altitude/height.
2. For Probe and Drogue/BDA operations, receivers form echelon in the
observation position.
3. For boom operations, the first receiver may join directly to astern position, all
others form echelon in the observation position.
4. Only required during EMCON Option 1.
5. Receiver moves behind the assigned AAR equipment and stabilizes in the
astern position.
6. Boom operations need not designate centre.
7. During EMCON Option 2, the boom operator and lead receiver will accomplish
an abbreviated radio check prior to boom contact, eg tanker: ‘36 Alpha, 42’,
receiver: ‘36 Alpha’. If more than one receiver formation is on the AAR
frequency, tanker will use the full receiver callsign. After contact, use the boom
interphone to maximum extent possible.
8. Receiver advances to engage probe with drogue or moves to the boom contact
position.
9. Receiver makes a routine disconnect and drops back to the astern position.
10. To avoid confusion with multiple tankers on the same frequency, the specific
tanker callsign must preface the breakaway call.
11. See Part 2 Chap 4, para 408.
12. Prior to a practice breakaway, in-flight co-ordination between the tanker crew
and receiver pilot is mandatory.
13. After a spokes, tanker and receiver consult to assess damage to AAR
equipment and establish feasibility of continuing AAR.
14. Tanker passes to receiver the amount of fuel transferred (Note: When known,
use the unit of measurement of the receiver’s fuel system, otherwise use the
tanker’s unit of fuel measurement.)
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 5C
_____________________________________________________________________
PART 2 - ANNEX 5C
Radio Silent Procedures

Figure 5C-1. Radio Silent Procedures - Probe and Drogue
Serial Situation Tanker Actions Receiver Actions

(a) (b) (c) (d)
1 Receiver requires fuel - Receiver joins on tanker’s left
side at the observation position,
and extends probe
(See notes 1 and 2)
2 Tanker acknowledges Trails hose -
receiver presence, has
understood and has fuel
available
3 Tanker acknowledges Tanker’s hose remains stowed or Receiver diverts or attempts to
but has no fuel available retracted find another tanker (See note 4)
4 Tanker AAR equipment Switch off all red anti-collision Receiver goes to the astern
ready, receiver clear beacons/strobes. All on again when position behind the AAR
astern receiver seen to move behind the equipment (right hose as first
tanker choice on multi-point tankers, if
available)
5 Fuel transfer Light sequence as in National Receiver reacts to lights/visual
Annex (See note 4) signals
6 Receiver leaves Receiver pulls forward on right
formation - side in visual contact then turns
away
7 Receiver to breakaway a. Tanker AAR equipment red Receiver makes emergency
signal light on or flash. disconnect, moves back and
then goes to a safe position clear
b. Some tankers will turn strobes of the tanker and the refuelling
lights on and navigation lights to equipment, usually to echelon
bright.
c. For tankers not fitted with AAR

equipment red signal lights
(1) Any other specified red light

on (eg anti-collision, hand
held lamp).
(2) Refer to Tanker National
Annex for other variations.
NOTES:
1. For tankers where the crew is only on the flight deck (see appropriate Tanker National
Annex), receivers should pull well forward to attract the pilot’s attention.
2. For tankers with observers stationed in the rear of the aircraft (see appropriate Tanker
National Annex), receivers should not move forward of the tanker’s wing leading edge.
3. Receivers should depart the tanker using the prescribed procedures for refuelling (e.g. –
from the right side of the tanker, level or climbing).
4. It is not yet possible to propose standardized signals to indicate clearance for receivers
to commence and disconnect refuelling because AAR light signalling equipment is not
fitted on NATO aircraft to a common STANAG.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 5C
_____________________________________________________________________
Figure 5C-2. Radio Silent Procedures – Aldis-Equipped Probe and Drogue
Serial Situation Tanker Actions Receiver Actions

(a) (b) (c) (d)
1 Receiver requires fuel - Receiver joins on tanker’s left
side at the observation position
(See notes 1 and 2)
2 Tanker acknowledges Trails hose Proceed to astern position on
receiver presence, has respective hose(s). (Right hose as
understood and has fuel first choice on multi-point
available tankers, if available)
3 Tanker acknowledges but Tanker’s hose remains stowed or Receiver diverts or attempts to
has no fuel available retracted find another tanker (See note 3)
4 Receiver is cleared to One steady Aldis signal from Receiver engages drogue
contact hose. respective side of aircraft.
5 Fuel transfer Light sequence as in National Receiver reacts to lights/visual
Annex (See note 5). signals
6 Receiver has briefed amount One steady Aldis signal to Receiver disconnects and
of fuel, or tanker has no receiver engaged in drogue. proceeds to the right reform.
additional give remaining.
7 Receiver has briefed amount Tanker provides additional fuel Receiver remains engaged in
of fuel, but request in briefed increments, unless drogue after receiving steady
additional offload. there is no additional offload Aldis signal.
(refer to item 6)
8 Receiver is not satisfied with Tanker resets hose response Receiver disconnects, moves aft
hose response or fuel flow once receiver is clear of the and outboard of hose, and awaits
rate. hose. further signal from tanker.
9 Hose is unsafe Tanker retracts hose Receiver proceeds to open hose
or departs tanker/tanker cell.
10 Tanker has a malfunction Flashing Aldis signal from the Receiver disconnects, moves aft
that requires receiver to observer and outboard of hose, and awaits
momentarily disconnect further signal from tanker.
11 Emergency requiring a Tanker turns on lower anti- Receiver expeditiously
breakaway exists collision light disconnects from hose, moves aft
and outboard, and awaits further
signal from tanker. (See note 4)
NOTES:
1. For tankers where the crew is only on the flight deck (see appropriate Tanker
National Annex), receivers should pull well forward to attract the pilot’s attention.
2. For tankers with observers stationed in the rear of the aircraft (see appropriate
Tanker National Annex), receivers should not move forward of the tanker’s wing
leading edge.
3. Receivers should depart the tanker using the prescribed procedures for refuelling
(e.g. – from the right side of the tanker, level or climbing).
4. When a breakaway is signalled for an emergency situation, receivers should avoid
exacerbating the situation with an excessively rapid disconnect from the hose.
5. It is not yet possible to propose standardized signals to indicate clearance for
receivers to commence and disconnect refuelling because AAR light signalling
equipment is not fitted on NATO aircraft to a common STANAG.
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 5C
_____________________________________________________________________
Figure 5C-3. - Radio Silent Procedures - Boom
Serial Boom/Receiver AAR BDA/Receiver AAR Meaning

Signal Signal
(a) (b) (c) (d)
Receiver may join Receiver requires fuel/training
1
directly to astern position
2 Boom extended in trail. Tanker ready for contact (See Note 1)
Boom in trail (fully Tanker manual operation without
extended) disconnect capability
or
3 Tanker acknowledgement of receiver’s
manual boom latching signal
Boom in trail (fully Tanker ready for contact
extended)
Boom in trail (fully Boom in trail (fully Fuel offload complete
4
retracted) retracted)
Same receiver returns to Additional fuel required – EMCON 2-4
astern with receptacle
door open (DAY):
Pilot signals closed fist,
thumb to mouth plus hand
signalling number
equating to one finger for
5
every 1000lb of fuel
required.
(NIGHT): Same receiver
returns to astern with
receptacle door open,
ready for contact. (See
note 2)
Boom stowed (fully Boom stowed (fully Tanker AAR system inoperative
6
retracted) retracted)
Boom 0° elevation, System malfunction. Tanker and
7
extended 5 ft receiver check AAR systems
Flashing pilot director Flashing pilot director Breakaway
lights (push emergency lights (push emergency
breakaway switch). breakaway switch). Tanker
8
Tanker lower rotating lower rotating beacon on
beacon on (Beacon light (Beacon light master
master switch to Both) switch to Both)
Turn pilot’s director Turn pilot’s director Tanker request for disconnect, receiver
lights off during contact. lights off during contact. return to astern position
Push disconnect signal Push disconnect signal
switch (See note 3) switch (See note 3)
9
_____________________________________________________________________

ATP-56(B)
Part 2 Annex 5C
_____________________________________________________________________
Receiver closing and Receiver request manual boom latching
opening receptacle door or
10 when in astern position Receiver acknowledgement of tanker’s
manual operation signal without
tanker’s disconnect capability signal
Receiver rocks wings or Receiver rocks wings or Receiver emergency fuel shortage
11
shows a steady light shows a steady light exists (See note 4)
Flashing light from Flashing light from Initiate toboggan manoeuvre
12
receiver cockpit area receiver cockpit area
NOTES:
1. When more than one receiver is being refuelled, the boom operator will not give
the ready for contact signal until the preceding receiver has cleared the tanker.
2. Additional fuel offload for each subsequent contact will be 5000 lb for large
receiver aircraft and 2000 lb for small receiver aircraft.
3. The receiver(s) will advise the tanker of any pilot director light malfunction.
4. If fuel shortage occurs at times other than scheduled AAR, the receiver should
be positioned so that the signal may be seen from the tanker cockpit.
_____________________________________________________________________

ATP-56(B)
Part 2 LEP
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LIST OF EFFECTIVE PAGES TO PART 2 ATP-56(B)
1-1 to 1-14 Change 1

1B-1 to 1B-6 Change 1
1C-1 to 1C-4 Change 1
1D-1 to 1D-18 Change 1
1E-1 to 1E-2 Change 1
1F-1 to 1F-4 Change 1
1G-1 to 1G-4 Change 1
2-1 to 2-2 Change 1
3-1 to 3-2 Change 1
5-1 to 5-4 Change 1
LEP-1 to LEP-2 Change 1
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ATP-56(B)
Part 2 LEP
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INTENTIONALLY BLANK
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ATP-56(B)
Part 3 Chapter 1
_____________________________________________________________________
PART 3 – ROTARY PROCEDURES
CHAPTER 1
Planning and Briefing Considerations - HAAR

101 Introduction. HAAR operations require precise and detailed planning to ensure success and
crewmembers must be thoroughly familiar with all of the planning factors used to determine how the
mission is to be executed. Consideration must be given to each factor resulting from various
receiver/tanker capabilities and limitations. The procedures selected and resultant performance may not
be the most efficient for either tanker or receiver aircraft; however, they must be within the operating
limitations of each platform.
102 Planning Considerations
a. Fuel Transfer Rates. The transfer rates are normally 500-1,000 lbs per min; however, they
are dependent on the tanker configuration. Specific National Annex should be consulted to
determine the actual fuel transfer rate.
b. Hose Checks. If hose checks are required prior to conducting HAAR, tanker crews should
consider completing them prior to the RV to avoid unnecessary delays. This may require tankers
to plan a period of reduced airspeed en route or an en route holding area.
c. HAAR Airspeed. To determine the indicated airspeed to be used for HAAR, the
performance capability of the helicopter must be determined and then compared with the tanker
airspeed capability. All other factors being compatible, normal HAAR airspeed will be 110-115
KIAS. Refer to applicable national annexes for Minimum Operating Speed (MOS) definition and
associated warnings. All airspeeds are indicated airspeeds (KCAS for MC-130H).
• Airspeeds of less than 105 KIAS may cause the paradrogue to become slightly less stable,
aircrews must be vigilant of a potential loss of helicopter rotor to tanker tail clearance
and the increased potential for midair collision.
• While configured for HAAR, the tanker has a small margin for safety above power-off
stall speed. Abrupt power reduction at high gross weights may result in a stall with no
stall warning.
• Helicopters will refuel from drogues certified for helicopter compatible airspeeds.
Tankers should not extend an incompatible drogue during HAAR.
d. HAAR Altitudes. The refuelling altitude should always be chosen with terrain and tactical
considerations in mind. Minimum HAAR altitude will be in accordance with service or national
directives. Maximum HAAR altitudes will be based on tanker and receiver performance.
e. HAAR Track. Whenever possible, allow sufficient HAAR track length to complete fuel
transfer without track reversals. Establish an ARIP a minimum of 6 nm prior to the ARCP. This
point is part of the HAAR track and aids the tanker in identifying the receiver and determining
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Part 3 1-1 Change 2

ATP-56(B)
Part 3 Chapter 1
_____________________________________________________________________
their heading. Helicopters will plan to fly from the ARIP to the ARCP and then proceed along the
air refuelling track. Consider the following when determining HAAR track length: the ARCP is
normally the earliest point the tanker can pass abeam the receiver (not when fuel is flowing),
amount of fuel to transfer, fuel transfer rate, number of tankers and receivers, hose time per
receiver, ground speed, terrain, and routes of ingress and emergency egress. Never assume dual
hose (simultaneous) operations. Plan to extend track length appropriately for winds, higher true
airspeeds, unstable platforms, multiple receivers, hose problems, or unplanned additional fuel
transfer factors. Optimize extended track orientation to match receiver’s capabilities and ingress
and egress routing. If track length is not sufficient to accomplish HAAR without track reversal
due to terrain, threat, or mission parameters, careful attention must be given to turn radius and
power considerations for the turns.
f. Crewmember Briefing. Both tanker and receiver crews must be thoroughly familiar with
the briefing items listed in paragraph 102 g, Tanker/Receiver Briefing Card, to adequately plan for
a mission. When possible, all items will be briefed prior to flight; otherwise, items will be briefed
in flight prior to RV.
g. Tanker/Receiver Briefing Items. The following lists contain planning/briefing

considerations and are not necessarily all-inclusive. Crews should determine which items apply
and amend as appropriate.
(1) Standard Briefing Items.

(a) Weather (Track, Destination, and Divert)
• Freezing level
• Cloud tops
(b) Tanker and receiver call signs
(c) Number of receivers/tankers
(d) Refuelling Formations
• Option 1 / Option 2
• Simultaneous AAR
• Standby tanker requirements (in addition to Option 1 / 2 spare)
(e) Communications
• AAR (Pri) / (Sec)
• Plain / Secure Voice
• EMCON option
• EMCON communications procedures
• Multi-colour light signals
• Single-colour light signals
(f) AAR Track (Published name, if applicable)
• Geo-reference (DATUM)
• Receiver ingress routing
• AAR initial point (ARIP)
• AAR control point (ARCP)
• AAR control time (ARCT)
• AAR track/course
• AAR airspeed
• Formation or individual defensive tactics
• Rejoin procedures
• AAR turn point(s)
• ENDAR
• Abort point
• Abort criteria
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Part 3 1-2 Change 2

ATP-56(B)
Part 3 Chapter 1
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• Divert routing/destination
• Emergency bases
• AAR exit point
• Air traffic control clearance limits
• Alternate track
(g) AAR altitudes
• RV altitude (tanker)
• Join up type and altitude (receiver high / low)
• AAR altitude
• MSA (by leg if required)
• Pre-planned Altimeter
(h) RV type
(i) Tanker No Show procedures
(j) Receiver No Show procedures
(k) Special equipment (TACAN A/A, Beacon, IFF Setting / Interrogator Transponder
System / Low Probability Intercept [ITS/LPI])
(l) Fuel
• Time on station
• Available
• Receiver requirements
(m) Receiver Disconnect Procedures
(n) Tanker/receiver lighting configuration and NVG considerations
(o) Lost Contact procedures
(p) Emergency procedures
(q) Lost Communications
(r) Helicopter performance limitations
103 Tanker / Receiver Briefing Card. To ensure all mission details are understood, a single
mission briefing card should be developed for use by both tanker and receiver aircrews. The following
briefing card, Figure 1-1, serves as an example of the type of information that should be contained on the
card.
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Part 3 1-3 Change 2

ATP-56(B)
Part 3 Chapter 1
_____________________________________________________________________
Figure 1-1. Tanker / Receiver Briefing Card Example
HAAR BRIEFING
TRACK INFORMATION
TRACK NAME: TRACK DATE:
ARCT: / RV TYPE:
OPTION I/II: RCVR HI/LO:
SPARE: JOINUP ALT: ’
SIMULTANEOUS: AR ALT: ’
LIGHTING: AIRSPEED:
ALT SET: FUEL SHUTOFF:
LIGHT SIGNALS: MSA: ’
TANKER / RECEIVER INFORMATION
ELEMENT 1 ELEMENT 2 SPARE
TANKER C/S:
TANKER TCN:
RCVR C/S (1):

Training
Requested
RCVR C/S (2): Type of RV’:
RCVR TACAN: Multiple Dry-plugs:
RCVR MODE 1: Multi Cross-Overs:
RCVR MODE 2: EP Training:
RCVR MODE 3A: Time on Track: 01+00
FUEL RQD EA:
FUEL RQD TOT:
RCVR TCN SEP:
COMMUNICATIONS / PRESETS ( * Denotes Secure)
PRIMARY: - TERTIARY: -
SECONDARY: - COMMS TYPE:
TRACK LOCATION INFORMATION
ID ACP HDG DIS (REM) LAT LONG ELEV
IP nm N ° E ° ’
CP ° nm N ° E ° ’
TP1 ° nm N ° E ° ’
TP2 ° nm N ° E ° ’
TP3 ° nm N ° E ° ’
EP ° 00 nm N ° E ° ’
ABORT / DIVERT POINT INFO
AP N ° E ° ’
DIV ° nm N ° E ° ’
REMARKS:
RCVR POC:
TANKER POC:
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Part 3 1-4 Change 2

ATP-56(B)
Part 3 Chapter 2
_____________________________________________________________________
CHAPTER 2
General Procedures - HAAR

201 General. HAAR may be divided into four stages of operation: RV (intercept/escort), join-up,
contact/fuel transfer, and post air refuelling.
202 Weather Requirements
a. Altimeter Settings. Prior to RV, every effort will be made to obtain the most accurate
altimeter setting available to ensure safe terrain clearance. In the absence of an accurate ground
station observation, a forecast minimum altimeter setting/QNH or aircraft system derived setting
should be used unless the standard altimeter setting, 1013 mb (29.92 inches Hg), is required. Use
of a forecast minimum altimeter setting will result in the greatest margin of safety. See Part 2,
Chapter 1, paragraph 102a for further details.
b. Visibility. Minimum visibility for a visual RV is 3 nm. Minimum visibility for electronic RV
is 1 nm. Equipment with the ability to determine receiver range is the minimum required for
conducting electronic RV (e.g., Air to Air TACAN). Equipment that provides range and bearing
(e.g., IFF interrogator or radar) meets this minimum equipment requirement.
c. Ceilings/Cloud Clearance. Minimum ceiling requirements should be identified during the

mission planning phase. National or service directives may dictate minimum weather
requirements. It is recommended that the AAR altitude affords 1,000 ft of vertical clearance from
the top or bottom of a broken/overcast (ceiling) during HAAR.
d. Cloud Avoidance. Flight through clouds after contact will be avoided.
Flight into clouds or obscuration after RV may result in spatial disorientation

and potential midair collision.
e. Weather Watch. It is paramount to the success of HAAR operations that a single

coordinated forecast is provided to the agency having overall control (making go/no-go
decisions). It is also imperative that a close weather watch be maintained throughout the operation
to aid in making recalls, diversions, etc. should unexpected weather conditions critical to the
operation occur.
203 RV Procedures. RV procedures provide the tanker a means of transitioning from

escort/intercept conditions to a position 1/2 nm in trail of the receiver ready to begin the join-up. The
tanker will normally accomplish all required manoeuvring during RV to preclude degradation of receiver
capability; the exception to this is the RV Echo (tanker orbit RV). The type of RV selected is dependent
on the situation and is determined during mission planning. Refer to Part 3, Chapter 2, and Annexes 2A-
H for the RVs specific to HAAR.
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Part 3 2-1 Change 2

ATP-56(B)
Part 3 Chapter 2
_____________________________________________________________________
a. Communications. The receiver(s) and tanker(s) will monitor primary and alternate AAR
frequencies and will have electronic RV equipment on a minimum of 10 min prior to ARCT.
Communications will be per Part 3, Chapter 5 and the EMCON option in force.
(1) During initial radio contact (EMCON 1 and 2), tanker and receiver aircrews will confirm
the altimeter setting and identify any changes to the mission briefing.
(2) During EMCON 1 operations, after initial radio contact has been established between the
tanker and receiver, the tanker will assume radio control of the AAR evolution.
b. Arrival at ARCP. Both receivers and tankers should plan to arrive at the ARCP on time;
however, if a deviation is required, receivers should arrive at the ARCP early (no more than 1
min) and tankers should arrive at the ARCP late (no more than 1 min).
c. Receivers
(1) Join-Up Altitude. Receivers should be established at or below (above for receiver high)
join-up altitude and at AAR airspeed no later than the ARIP, or at a previously briefed location.
Receivers will be at join-up altitude no later than the ARCP. The join-up altitude is dependent
on whether the join up is receiver high or receiver low.
(a) Receiver-Low Join. The join-up altitude is 300 ft below refuelling altitude for
receiver-low operations. Receivers should be established at or below join-up altitude and
at AAR airspeed no later than the ARIP, or at a previously briefed location. Receivers will
be at join-up altitude no later than the ARCP.
(b) Receiver-High Join. The join-up altitude is 200 ft above refuelling altitude for
receiver-high operations. Receivers should be established at or above join-up altitude and
at AAR airspeed no later than the ARIP, or at a previously briefed location. Receivers will
be at join-up altitude no later than the ARCP.
(2) Hot Armament Procedures. To prevent inadvertent weapons firing during refuelling
operations, receivers will complete positive weapons check in accordance with appropriate
aircraft checklists prior to the tanker coming abeam during join-up.
d. Tankers
(1) Prior to RV. During the initial stage of the RV, standard intercept procedures will be
employed to place the tanker on an intercept course with the receiver. The tanker will perform
the astern checklist in sufficient time to allow an orderly accomplishment of the selected RV
procedure.
(2) Ingress Options. The tanker will be established at RV altitude no later than the ARIP
or within 5 nm of the receiver. Two options exist for the tanker ingress altitude prior to the
RV:
(a) Ingress at AAR Altitude
(i) During RV manoeuvring (range information only), if the tanker does not have
visual contact with the receivers prior to passing within 1 nm, it will immediately
establish a minimum of 500 ft vertical separation, or execute lost contact procedures.
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Part 3 2-2 Change 2

ATP-56(B)
Part 3 Chapter 2
_____________________________________________________________________
(b) Ingress at RV altitude
(i) Determining RV Altitude. An RV altitude ensures vertical separation

between tankers and receivers prior to positive visual contact. It is based on the AAR
altitude and should be 500 ft above or below AAR altitude depending on the type of
join-up. For a receiver-low join-up, RV altitude is above AAR altitude. For a
receiver-high join-up, RV altitude is below AAR altitude.
(ii) Prior to positive visual contact with the receivers, tankers should maintain the
RV altitude. Once receivers are visually acquired, tankers may climb or descend to
the refuelling altitude.
204 Join-Up Procedures. RV procedures position the tanker for join-up. The standard RV is
conducted receiver low for a left-hose join-up. Join-up procedures from all types of RV are the same and
enable the tanker to proceed from 1/2 nm in trail (at refuelling altitude) to the lead position and establish
refuelling configuration. The tanker must maintain a positive rate of closure to avoid delaying refuelling
operations; however, caution must be exercised to avoid a receiver tail chase situation.
a. Change of Formation Lead. At close range (1/2 nm), the tanker may (in accordance with
EMCON option) advise the receiver(s):
“ONE-HALF NM IN TRAIL”
and reduce airspeed to affect the join-up. The tanker will initiate the contact checklist (if
applicable) at the discretion of the pilot. As the nose of the tanker passes the receiver’s three
o’clock position, the receiver will be in the abeam position. The receiver will then report:
“VISUAL”
in order to pass the lead. Normally, hoses are extended once the tanker has assumed the lead.
Once the tanker has accepted the lead, the receivers may manoeuvre to the observation position.
b. Formation Lead Responsibilities. Once the tankers assume formation lead, they are
responsible for all navigation, weather avoidance, and position reporting.
205 Crossover. If a crossover is required, the receiver pilot will move to the outside of the tanker
wingtip, 100 ft aft of the horizontal stabilizer, and increase altitude to a minimum of 50 ft above the
tanker’s vertical stabilizer. A crossover will then be made by altering the receiver’s heading. During
crossover, the receiver aircraft should be flown to a position outboard of the opposite wingtip aft of the
horizontal stabilizer before descending into the opposite observation position. This procedure eliminates
the possibility of the receiver passing through the area of turbulence directly behind the tanker.
206 Contact/Fuel Transfer. This section contains information to be used from the receiver’s
arrival in the observation position until the completion of HAAR. The left side refuelling position will be
primary; however, either side may be used.
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• Before initiating a turn at night, the tanker pilot must confirm the
receiver is established in either the observation or the refuelling position.
• Unless an emergency fuel condition exists, receiver crews will not attempt
probe-to-drogue contact in a turn at night. The possibility of spatial
disorientation exists when the pilot must divide his attention between the
drogue and coordinating a turn with reduced visual references available at
night. Once in contact, turns are permitted, as the pilot’s reference is solidly on
the tanker.
a. Clear Astern. After completion of the contact checklist and when the tanker is ready, the
receiver will be cleared to the astern position on the appropriate hose. A single clearance from the
observation position to the contact position may be used if briefed, or is standard procedure in
accordance with the tanker’s National Annex; however, all receivers will stabilize in the astern
position prior to attempting contact.
b. Clear for Contact. When the tanker is ready for contact, the receiver will be cleared for
contact on the appropriate drogue. The receiver will acknowledge this clearance (EMCON 1) and
check that the tanker ready light is illuminated.
• Under no circumstance should the pilot stare at the drogue, as this will result in
poor aircraft control and may result in spatial disorientation.
• Contacting a hose with no hydraulic pressure is an emergency procedure only.
• During all AAR wet transfers, if the search radar is not required for
navigation or weather avoidance, place the radar function switch to
sector/standby and direct the radar energy ahead of the aircraft (exception:
AN/APN-241 radar).
• Wing/prop turbulence can cause uncontrolled settling. If settling occurs while

connected to the drogue, disconnect immediately. Failure to disconnect may
result in damage to the probe and possible rotor blade-to-probe contact.
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• Excessively hard contact between the probe and drogue can damage the
refuelling nozzle. Should the drogue become unstable from probe contact
causing sections of the cloth material to fail, it is possible for the drogue to
collapse and for the hose to retract fully into the pod.
• Contact with a malfunctioning drogue that is rotating at greater than one

revolution per second may damage the probe nozzle lock ring; a clockwise
rotating drogue could result in partial or complete unthreading of the probe
nozzle. Therefore, contacts with this type of drogue malfunction should be
restricted to operational necessity.
c. When hose slack and whip occur and are observed by the tanker scanner or reported by the
receiver pilot, the receiver will be instructed to return to the observation position.
An excessive rate of disconnect will only aggravate any hose sine wave motion.
d. When the receiver is clear and the tanker response set switch is actuated, the hose in question
will be observed to travel to full trail and the tanker ready light will illuminate. When cleared, the
receiver may re-engage. If hose response is incorrect, the receiver will be directed to a spare hose,
if available.
The response reset switch must never be actuated with the receiver engaged, as
this could cause loss of all response capability.
NOTE
A small amount of fuel spray from the nozzle and receptacle during fuel transfer
does not require fuel transfer to be terminated. The tanker and/or receiver
pilot(s) should be notified if this condition exists. The air refuelling operation
will be continued or discontinued at the discretion of the receiver pilot.
207 Receiver Disconnect. To effect a normal disconnect, the receiver pilot will reduce power and
airspeed while maintaining the normal disconnect position (approximately 5 to 10 ft above the contact
position). This will cause the receiver to move slowly back from the tanker and the refuelling hose to
extend. A normal disconnect will occur when the refuelling hose reaches its maximum extension.
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The receiver pilot will not descend below disconnect position during this
manoeuvre to ensure maximum rotor blade-to-drogue separation during and
after disconnect.
Off-centre disconnects can damage the refuelling nozzle.
a. Hose Unlock at Full Extension. Since fuel pressure is off at full hose extension, the
locking action is released. More force is required to disengage than was required to engage
because the locking rollers of the reception coupling must now travel up the steeply inclined rear
surface of the probe head.
b. Tanker Actions after Disconnect. After disconnect, the tanker will maintain level flight
and refuelling airspeed until the receiver(s) is confirmed clear.
208 AAR With One Tanker/Two or More Receivers. In the event more than one receiver is to
be refuelled by a tanker (single-hose or simultaneous), the join-up will be performed as described in
paragraph 204, with all receivers in left echelon formation. Refer to Figure 2-1.
a. Single Hose Procedures. When number one receiver moves into the refuelling position,
the next receiver will maintain its extended observation position behind and to the left/right of the
tanker, leaving room for the refuelling receiver to return to the observation position if directed by
the tanker. Upon completion of refuelling, the first receiver will make a normal disconnect, per
paragraph 207, move aft and clear of the tanker, and rejoin the helicopter formation in the last
(most rearward) position. This procedure will be repeated until all receivers have been refuelled.
Using this procedure, the first receiver to be refuelled will again be in the lead position when all
receivers have completed refuelling.
b. Simultaneous Refuelling Procedures. When cleared by the tanker, receivers designated

to refuel on the tanker’s right side will cross over to the right observation position.
(1) If the tanker is ready to begin refuelling, the receivers on the left side may be cleared for
contacts prior to the second element crossing over to the right observation position.
(2) Receiver observers (scanners) will inform their crew of the other receiver’s position prior
to manoeuvring to the astern position and prior to moving from the refuelling position to
disconnect.
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• Simultaneous HAAR requires two refuelling observers. An observer will be

positioned at each paratroop door or on each side of the ramp when refuelling
with the ramp and door open. Ensure both loadmaster restraint harnesses are
secured in accordance with appropriate directives to prevent exiting the
aircraft.
• Due to distraction and the difficulty of maintaining lateral separation, two

receivers will not disconnect or fly in the astern position simultaneously.
Figure 2-1. One Tanker, Two or More Receivers
NOTE
Receivers designated to refuel on the right hose may cross over individually, in
sequential order, or simultaneously as a formation element. Formation
crossovers require considerable additional power for wingmen in the element
since they must move from left echelon formation to the right echelon prior to
the element leader reaching the right observation position.
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209 Multiple Dry Contacts (Training)
a. Request for Multiple Dry Contacts. If not previously briefed, receivers may request
multiple dry contacts by stating:
“REQUEST MULTIPLE DRY CONTACTS ON THE LEFT (OR RIGHT).”
The tanker will approve multiple dry contacts by stating:
“CLEARED FOR MULTIPLE DRY CONTACTS ON THE LEFT (OR RIGHT).”
b. Cessation of Multiple Dry Contacts. This series of manoeuvres, contacts, and

disconnects may be continued at the discretion of the receiver pilot until the clearance for multiple
dry contacts is cancelled or the receiver requests clearance to the observation position.
210 Completion of AAR
a. Disconnect. When fuel transfer is completed, the tanker will clear the receiver to disconnect
unless otherwise briefed. The receiver will disconnect as described in paragraph 207.
b. Formation Element Rejoin. When both receiver elements have completed AAR
operations, the helicopter formation rejoin can be executed, prior to or after tanker departure, as
briefed.
c. Formation Rejoin. After disconnect, receiver aircraft rejoin in the left or right observation
position in a left or right echelon formation. After the flight is joined, the flight may descend to a
tactical altitude, exercising caution not to drift under a tanker with extended hoses.
d. Formation Break-up. When the receiver(s) call(s) clear of the tanker, the tanker will retract
the hoses and accelerate away from the receiver flight. Both tanker and receiver(s) will ensure
adequate separation prior to initiating any turns.
211 En route/Escort Procedures. The information contained in this section will apply when two
or more airplanes are involved in an en route formation with subsequent air refuelling. If more specific
instructions are necessary, they should be included in an operations order.
NOTE
During escort operations, inbound tankers will coordinate with the escorting
tanker on a discrete frequency.
a. Formation Escort. Under certain conditions (i.e. long flights over water, desolate terrain,
weather avoidance), the receiver(s) may require escort. The situation will dictate the escort
procedures; however, the following methods should be considered:
(1) Method 1. Low altitude escort position for the tanker will be 1,000 ft above (or below)
and 1 to 2 nm in trail behind the receivers.
(2) Method 2. If tanker weight and/or receiver airspeed prohibit maintaining a position 1 to
2 nm in trail of the receiver flight, the tanker will maintain vertical separation and fly a
procedure turn, variable dogleg, or progressive racetrack escort.
(3) Method 3. If weather or other concerns warrant, the tanker may fly as the formation lead.
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Part 3 Chapter 2
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NOTE
Weather reconnaissance may be a task assigned to the escorting tanker. In

certain situations, the tanker may be required to detach from the helicopter(s)
and proceed down course to better facilitate this task. In this event, tankers will
affect a normal RV upon their return and resume escort duties using the
options listed above.
b. Refuelling During Escort Mission. If refuelling is to be conducted during the escort

mission, the ARCT will be planned such that all receivers will be refuelled or in the process of
refuelling prior to the abort point.
(1) Prior to initiating join-up from the escort position, the tanker will complete all appropriate
checklists and direct the receiver(s) to climb/descend to join-up altitude. The tanker will
proceed to refuelling altitude after the receiver(s) report level.
(2) At the completion of fuel transfer, when the receiver(s) is clear, the tanker will accelerate
away from the receiver flight. Both tanker and receiver(s) will ensure adequate separation prior
to initiating any turns.
c. Replacement Tanker. If the requirement exists for a replacement tanker to RV with the
AAR formation en route, it will do so at least 30 minutes prior to abort time, or as briefed. It will
remain 1,000 ft above escort or refuelling altitude (whichever is higher) until all aircraft in the
formation are in sight. Once in sight, the replacement tanker should position itself 1 to 2 nm
behind the trail aircraft in the formation. When the primary tanker is complete with refuelling and
has departed the formation, the replacement tanker will assume duties/position as the escort
212 On-Call (Unplanned) HAAR. Some tactical situations may require receivers to request HAAR
with little or no planning. Examples include “Texaco,” anchor tracks, en route track procedures, and off-
track manoeuvring. On-call HAAR may be accomplished on established anchor tracks, a series of pre-
planned points/routes, an extension of an existing HAAR track, or unplanned points or tracks. Tanker
crews must have a thorough understanding of receiver(s) mission requirements and routing before
accepting an on-call HAAR.
a. Requesting On-Call HAAR. Receivers will use the brevity term “Texaco” to request an
on-call HAAR. The receiver will relay to the tanker the ARCP coordinates/waypoint
identifier/range and bearing from bull’s eye or other known/pre-briefed position, ARCT, track
heading, requested fuel, and number of receivers. Tanker aircrews, after examining the terrain on
the track, will compute and relay refuelling altitude, MSA, and time status to receivers.
b. Terrain Avoidance. Crews will have MSA and recommended refuelling altitude prior to
join-up on any on-call track. Tanker aircrews are responsible for maintaining terrain clearance on
track and will recompute track heading and refuelling altitude as the terrain or threat dictate.
213 RV from a Ground Laager. In some instances, the receiver helicopter may be so low on fuel
that they opt to land to conserve fuel. The following may be used as a guide when setting up tactical RV
procedures from a ground laager. Receivers will confirm with the tankers the exact procedure to be used.
a. Land with sufficient fuel to allow for shutdown, start and RV with the tanker.
b. Determine track heading and select an ARCP 2 nm from helicopter’s ground laager location.
c. Pass ARCP coordinates/waypoint, track heading and requested onload to refuelling

coordinator.
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d. The tanker will calculate the ARCT and pass to the receiver.
e. The tanker will fly over the helicopter position on the prearranged track at refuelling altitude
with hoses extended, ready for contact.
f. Tanker will give an advisory call at 2 min prior to arriving at ARCT.
g. Receivers will depart to make the ARCT. Immediately climb to join up altitude and accelerate
to refuel airspeed.
h. Conduct standard join-up and refuel procedures.
i. If the receiver(s) cannot make the ARCT, the tanker may arrive overhead the helicopter
location, establish contact configuration, and continue to orbit the helicopter(s) while it is (they
are) started and readied for takeoff. The receiver will takeoff to an arranged heading and altitude,
the tanker will adjust as required and perform a RV.
214 No-Shows
a. Receiver No-Shows. If the receivers are not acquired by the ARIP, the tankers will slow to
180 KIAS between ARIP and ARCP and proceed down track at the RV altitude. At ARCP adjust
airspeed as required. The tanker should continue along the refuelling course long enough to
ensure the receivers have not passed by unobserved, and then execute the briefed no-show plan.
b. Tanker No-Shows. If no contact, voice or visual, is established between the receiver and
the tanker by ARCP, the receiver shall continue along the refuelling track at the join-up altitude
until reaching the abort point or, in the case of a static track, the turn point. Further actions will be
mission dependent and should be briefed to both the tanker and receiver crews.
215 Types of RV
a. RV Alpha (Anchor RV). Not used for HAAR.
b. RV Bravo (Head-on). The tanker approaches the receiver(s) on the reciprocal of the
refuelling track and makes a procedure turn to roll out behind the receiver(s); details are at Part 3
Annex 2B.
c. RV Charlie. Not used for HAAR.
d. RV Delta (Head-on offset). The head-on offset RV is the most frequently used procedure
and may be performed electronically (minimum visibility of 1 nm) or visually (minimum visibility
of 3 nm); details are at Part 3 Annex 2D.
e. RV Echo (Tanker Orbit). This is the only RV in which the receiver manoeuvres the aircraft
to affect the RV and join-up; details are at Part 3 Annex 2E.
f. RV Foxtrot (Sequenced). Not used for HAAR.
g. RV Golf (En route). The tanker approaches the receiver from the rear using visual
(minimum visibility 3 nm) or electronic (minimum visibility 1 nm) means; details are at Part 3
Annex 2G.
h. RV Hotel (Random). The RV Hotel (Random RV) is used during VMC as a method to
facilitate an RV without losing visual contact with the receiver(s); details are published at Part 3
Annex 2H.
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ATP-56(B)
Part 3 Annex 2A
_____________________________________________________________________
PART 3 – ANNEX 2A
RV ALPHA
Not used for HAAR.
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ATP-56(B)
Part 3 Annex 2A
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INTENTIONALLY BLANK
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ATP-56(B)
Part 3 Annex 2B
_____________________________________________________________________
PART 3 – ANNEX 2B
RV BRAVO (Head-On)
201B Head-On RV. The tanker approaches the receiver(s) on the reciprocal of the refuelling track and
makes a procedure turn to roll out behind the receiver(s). This RV differs from the RV Delta in that the
tanker does not offset from the receiver(s) course. Tankers will be established at RV altitude prior to
initiating this RV and will not descend/climb to AAR altitude until visual with the receiver(s). There are
two methods to affect this RV.
202B Equipment Requirement. The tanker must have range equipment to employ Method 1.
Relative bearing or visual acquisition of the receiver is sufficient for Method 2.
203B Method 1 Procedures. See Figure 2B-1. The tanker turn distance is computed using Table
2B-1 and the desired trail distance (completion of turn) is subtracted.
a. Determine Turn Point Range (TPR). A turn initiated at the range derived from Table 2B-
1 would result in the tanker rolling out abeam the receiver once the following procedure was fully
executed. This is the baseline TPR.
b. Determine Trail Distance. Prior to RV, determine required tanker trail distance behind
receiver formation.
c. Modified Turn Distance. Compute the modified turn distance by subtracting the desired
trail distance from the calculated TPR.
d. Turn Procedure
(1) At the modified turn distance computed in paragraph 203B c, the tanker turns 45°, using a
1/2 standard rate turn and maintains this heading for 1 min and 15 sec (2).
(2) At the completion of timing (3), the tanker turns 225°, using 1/2 standard rate, to the
receiver’s heading (4).
(3) At the completion of this turn, the tanker will be established at the predetermined trail
distance in a position to commence the join-up.
e. Decreasing Turn Range/Radius. To decrease the turn range or radius, a standard rate
turn may be used; however, the procedure must be modified as follows:
(1) Divide the tanker turn range (computed in Table 2B-1) by 2 then subtract desired in-trail
distance.
(2) Hold the 45°outbound leg for 38 sec vice 1 min, 15 sec.
_____________________________________________________________________

ATP-56(B)
Part 3 Annex 2B
____________________________________________________________________________
Figure 2B-1. Head-On RV (Method 1)
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ATP-56(B)
Part 3 Annex 2B
_____________________________________________________________________
Table 2B-1. Turning Point Range (TPR) in nm — One-Half Standard Rate Turn (1-1/2° per
sec)
Tanker Helicopter TAS

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
204B Method 2 Procedures. See Figure 2B-2. This method is a visual or bearing only manoeuvre.
a. The tanker reduces airspeed to 180 KIAS prior to passing abeam the receiver (1).
b. As the receiver passes the wing, the tanker executes a 210°standard rate turn and
descends/climbs to AAR altitude once in visual contact with the receiver (2).
c. At the completion of the turn (3), the tanker manoeuvres behind the receiver and commences
the join-up (4).
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ATP-56(B)
Part 3 Annex 2B
____________________________________________________________________________
Figure 2B-2. Head-On RV (Method 2)
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ATP-56(B)
Part 3 Annex 2C
_____________________________________________________________________
PART 3 – ANNEX 2C
RV CHARLIE
Not used for HAAR.
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ATP-56(B)
Part 3 Annex 2C
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INTENTIONALLY BLANK
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ATP-56(B)
Part 3 Annex 2D
_____________________________________________________________________
PART 3 – ANNEX 2D
RV DELTA (Head-On Offset)
201D Head-On Offset RV. See Figure 2D-1. The head-on offset RV is the most frequently used
procedure and may be performed electronically (minimum visibility of 1 nm) or visually (minimum
visibility of 3 nm). The tanker normally executes a left RV turn; however, if the situation dictates, right
turns may be used.
202D The tanker approaches the receiver(s) on the reciprocal of the HAAR track at RV altitude with a 2
to 5 nm lateral offset. The optimum lateral offset is 3 nm.
203D As the tanker passes abeam the receiver(s), approximately 3 minutes prior to ARCT, commence
180° turn to initiate the RV. Minimum trail distance may be as little as 2 nm.
a. To expedite the RV, the turn may be initiated when the receiver is at the tanker’s 10 o’clock
position. This is a visual manoeuvre only and will result in trail distance as little as 1/2 nm.
b. For formation Tanker Option 2 RVs (see Part 3, Ch 3, paragraph 303), in which the tanker
element passes abeam the trail receiver element, the tanker element should plan to arrive abeam
the ARIP 4 min prior to the ARCT.
NOTE
(USAF AFSOC/ACC and US Army ONLY) – If the turn back to track is

based on receiver(s) position, enroute timing may end abeam the ARIP.
204D If receivers are not acquired prior to passing abeam the ARIP, the tanker(s) shall reverse course
and proceed along the AAR track at RV altitude and execute receiver no show procedures (214 a.)
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ATP-56(B)
Part 3 Annex 2D
_____________________________________________________________________
Figure 2D-1. Head-On Offset RV
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ATP-56(B)
Part 3 Annex 2E
_____________________________________________________________________
PART 3 – ANNEX 2E
RV ECHO (Tanker Orbit)
201E Tanker Orbit RV (VMC Only). See Figure 2E-1. This is the only RV in which the receiver
manoeuvres the aircraft to affect the RV and join-up.
202E The tanker maintains the orbit at a specified location arriving over the ARCP at briefed intervals.
a. The standard orbit consists of 6 nm (3 min) legs with one 1/2 standard rate turn at the end of
each leg. This results in one complete orbit every 10 min. Crews may adjust the size of the orbit
according to mission requirements; however, tankers should strive to arrive over ARCP at the
briefed interval, starting at ARCT. Orbits of non-standard duration should be described as RV-E
15, 20, etc., where the number identifies the time between tanker arrivals over ARCP.
b. An alternate tanker orbit consists of the tanker orbiting around a pre-briefed, fixed point while
maintain a constant bank turn (usually 20° angle of bank). This orbit allows the tanker to
maintain refuelling airspeed and configuration to expedite refuelling operations. The receiver
uses turn radius cut-off to affect the RV.
203E The receiver(s) will maintain 500 ft of vertical separation until the tanker is in sight.
204E Once the tanker is in sight, the receiver is cleared to join in the observation position. Once the
receiver has commenced the join-up, the tanker should maintain a constant turn until join-up is complete.
When the join-up is complete, the tanker will proceed as briefed.
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ATP-56(B)
Part 3 Annex 2E
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INTENTIONALLY BLANK
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ATP-56(B)
Part 3 Annex 2F
_____________________________________________________________________
PART 3 – ANNEX 2F
RV FOXTROT
Not used for HAAR.
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ATP-56(B)
Part 3 Annex 2F
_____________________________________________________________________
INTENTIONALLY BLANK
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ATP-56(B)
Part 3 Annex 2G
_____________________________________________________________________
PART 3 – ANNEX 2G
RV GOLF (En Route)
201G En Route (Overtaking) RV. See Figure 2G-1. The tanker approaches the receiver from the
rear using visual (minimum visibility 3 nm) or electronic (minimum visibility 1 nm) means. The
procedures outlined in paragraph 211 apply.
202G Tanker and receiver(s) may arrive over the ARIP from different directions; however, their course
from ARIP to ARCP will be the same.
_____________________________________________________________________

ATP-56(B)
Part 3 Annex 2G
_____________________________________________________________________
Figure 2G-1. En Route (Overtaking) RV
_____________________________________________________________________

ATP-56(B)
Part 3 Annex 2H
_____________________________________________________________________
PART 3 – ANNEX 2H
RV Hotel (Random)
201H Random RV. The RV Hotel (random RV) does not make use of a prescribed pattern or
procedure. It will be used during VMC as a method to facilitate an RV without losing visual contact with
the receiver(s). The tanker pilot should position his aircraft so as to maintain visual contact. This
procedure is designed to expedite RV, to maintain visual contact once established and to allow the tanker
pilot to manoeuvre the tanker as required to accomplish a successful RV.
202H Tankers will establish RV altitude at least 5 nm from receiver(s) and maintain this altitude until
visual contact is established.
a. Confirm receiver(s) is at join-up altitude.
b. With receiver(s) in sight, descend/climb to refuelling altitude (as required) and manoeuvre to
one-half nm in trail and proceed with join-up procedures.
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Part 3 2H-1 Change 2

ATP-56(B)
Part 3 Annex 2H
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INTENTIONALLY BLANK
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Part 3 2H-2 Change 2

ATP-56(B)
Part 3 Chapter 3
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CHAPTER 3
Formation Procedures - HAAR
301 HAAR Formation Options. The refuelling formations described in this chapter are designed
for HAAR missions requiring multiple tankers. Planners should consider using these procedures when
refuelling multiple receivers. Both tanker and receiver aircrews must be well versed in these procedures
for them to be effective. Any deviations from these procedures will be coordinated with all participants.
The tanker RV typically starts with tankers in a trail formation. During the RV, tankers adjust their
formation so as to arrive abeam the receivers as described in the following paragraphs.
302 HAAR Formation Option 1. HAAR Formation Option 1 (Figure 3-1) consists of two tankers:
one primary and one spare. This formation is well suited for refuelling up to four receivers. When using
this formation, receivers refuel from the primary tanker.
a. RV and Join-Up. Tanker aircraft will typically execute the RV using the trail formation.
b. Spare Tanker Positioning. Spare tanker maintains position as described in paragraph 305.
c. Transition to Spare Tanker. Transition to spare tanker position will be accomplished as

described in paragraph 306.
d. Completion of Refuelling. After refuelling is complete, the primary tanker will maintain
refuelling airspeed until the spare is rejoined in a right echelon. The formation will then proceed
as briefed.
303 HAAR Formation Option 2 (Trail). HAAR Formation Option 2 (Figure 3-2) consists of at
least two primary tankers and one spare tanker, if available. This formation is well suited for refuelling
more than four receivers.
a. Helicopter Element Spacing. Prior to reaching the ARIP, the helicopter flight separates
into two elements in trail. Standard spacing between helicopter elements is 2 nm; however, it may
be as little as 1/2 nm and should be determined based on mission requirements such as number of
receivers, terrain, forecast visibility, and light conditions. Non-standard spacing should be
specifically briefed. If using TACAN A/A to conduct the RV, all distance references should be
made from the lead helicopter of the lead element. Using the lead helicopter as the reference
simplifies the RV and alleviates the requirement for multiple TACAN Air-to-Air channels. The
ARCT is the control time for arrival of the lead helicopter element at the ARCP.
b. Tanker Formation Positions. Tanker aircraft typically execute the RV using the trail
formation. When employing formations of two or three aircraft, the No. 1 and No. 2 primary
tankers assume the lead and dash 2 positions. If there is a spare tanker, it assumes the dash 3
position. When employing formations of four aircraft (two primary and two spares), the first
element consists of the No. 1 primary tanker and No. 1 spare; the second element consists of the
No. 2 primary tanker and No. 2 spare. See Figure 3-3.
c. Join-Up. There are two methods that can be used to affect the join-up. In either case, once
the join-up is complete, the No. 2 tanker element should adjust its position (vertically / laterally)
as required to account for turbulence from the lead element.
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(1) Method 1. The tankers maintain formation until they approach the second helicopter
element (trailing element). At this point, the No. 2 primary tanker (and spare, if applicable)
drops out of the formation and completes the join-up on the trail helicopter element. The lead
primary tanker (and spare, if applicable) continues forward to join-up on the lead helicopter
element.
(2) Method 2. Prior to the ARIP, the primary tankers establish spacing between themselves
that is equal to the briefed spacing between helicopter elements. If one spare is available, it
remains with the No. 2 primary tanker. If two spares are available, they remain with their
respective primary. From this point, they execute individual join-ups on their respective
elements.
304 Spare Tanker Positioning
a. Formation Position. Prior to join-up, the spare tanker(s) assumes an echelon position
approximately 500 to 2,000 ft to the right of its respective primary tanker.
b. Vertical Position. The vertical position of the spare tanker, in reference to the primary, is
generally co-altitude. The decision to assume a stepped-up or stepped-down position
(approximately 50 ft) is dependent on the refuelling altitude, visibility, and ease of maintaining
proper position.
c. Transition to Spare Position. The transition to this spare position should be done early
enough to allow the primary tanker latitude in manoeuvring and airspeed changes during RV.
d. Configuration of Spare Tanker. The spare tanker(s) configures its hoses at the same time
as its respective primary tanker.
e. Change of Configuration. When the primary tanker(s) signals “fuel flowing,” the spare(s)
may retract its hoses or keep its hoses trailed during the entire refuelling evolution.
f. Tanker Activity during Evolutions. During evolutions employing three tankers, tanker
flight leaders may elect to have the spare tanker maintain its position on the No. 2 primary once
“fuel flowing” is signalled or accelerate to join as the spare on the No. 1 primary. Regardless of
the method selected, the spare tanker should be prepared to execute a timely transition should
either primary tanker experience a malfunction.
305 Transition to Spare Tanker. If a primary tanker is unable to refuel, it will give the “go to
spare tanker” signal and then accelerate, climb 500 ft, and, when clear, turn to rejoin the flight in the
spare position at the end of the formation. The spare tanker will assume primary tanker duties by
manoeuvring forward and allowing the receivers to move laterally (not aft) to the observation position.
This manoeuvre may be difficult to execute should the No. 2 primary tanker experience a malfunction.
Aircrews must recognize that the intent is for the primary tanker to safely give way for the spare to
assume duties as the primary. Deviations may be required if element spacing is less than 2 nm.
306 Completion of Refuelling. Once refuelling is complete, the lead element will retract hoses
and maintain refuelling airspeed until all tankers are joined in right echelon. During evolutions involving
three tankers, final aircraft formation positions will depend on the spare tanker’s position at the
completion of refuelling.
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Figure 3-1. Helicopter AAR Formation Option 1
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Figure 3-2. Helicopter AAR Formation Option 2 with Three Tankers
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Figure 3-3. Helicopter AAR Formation Option 2 with Four Tankers
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CHAPTER 4
Safety Procedures - HAAR
401 Introduction. The foundation for the safe conduct of HAAR by national or multi-national forces
is standard, simple and unambiguous procedures. With these criteria established, multi-national HAAR
is practicable by day and night, and during periods of EMCON constraint.
402 Unaided HAAR (Non-NVG)
a. RV. For RV, both the lead and trail receiver will carry a strobe.
b. Join-Up
(1) Receivers. Receiver(s) will have lighting configured no later than ARIP.
(2) Tankers. During join-up, the tanker will set refuelling lights no later than 1/2 nm in
trail of the receiver(s).
(3) Post Join-Up. After join-up, the trailing receiver will carry the strobe for the formation.
If conducting refuelling with a spare tanker, it will carry the strobe for the formation.
(4) Crossover. If a crossover is required, the receiver will ensure he can determine the
tanker’s vertical stabilizer height prior to commencing the crossover. If requested by the
receiver, the tanker may turn on its strobe/anti-collision light to assist receivers in maintaining
tanker vertical stabilizer clearance. The tanker will secure the strobe/anti-collision light once
the crossover is complete.
Some tankers have the upper strobe located on the top of the fuselage at the
wing root. Receivers must ensure adequate spacing is maintained from the
tanker’s unlit vertical stabilizer during crossover.
c. Contact/Fuel Transfer
(1) The receiver landing light may be used as a backup system for night HAAR in the event
the controllable searchlight fails; however, this system causes excessive glare off the drogue
and will not be used for normal operations.
(2) For EMCON 2-4 HAAR, receivers will flash their formation/position lights 5 seconds
prior to movement for disconnect. This procedure may be briefed otherwise for single hose
operations.
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During simultaneous refuelling operations, failure to flash formation/ position lights prior to
movement for disconnect may result in simultaneous disconnects and possible midair collisions.
403 Aided HAAR (NVG). The tactical/training situation dictates the use of aircraft lighting for
HAAR. The following is recommended for aided (NVG) operations:
a. RV.
(1) Both the lead and trail receiver(s) should carry an anti-collision light (lead may carry an
NVG compatible anti-collision light).
(2) For tanker formations, the lead tanker should use an NVG compatible anti-collision light
for the RV; the trail tanker should carry the anti-collision light for the formation (if required)
until required to assume primary tanker duties.
The operation of an overt anti-collision light(s) by lead while in low-light level

conditions may induce or increase the possibility for spatial disorientation
within flight elements. Extreme vigilance and care are required by wingmen to
minimize this effect. Do not hesitate requesting lead’s overt anti-collision
light(s) be extinguished if flight safety is jeopardized.
b. Join-Up
(1) Receiver(s) will have lighting configured no later than ARIP.
(2) During join-up, the tanker will set refuelling lights no later than one-half nm in trail.
NOTE
Overt anti-collision lights may cause excessive glare during NVG join-ups.
c. Refuelling
(1) After join-up, the trailing receiver or spare tanker (if available) should carry the anti-
collision light for the formation.
(2) During simultaneous refuelling operations with no spare tanker, one of the trail receivers
(on either side) should carry the anti-collision light. Normally this is the trail receiver on the
left side.
(3) For EMCON 2-4 HAAR, receivers will flash their formation/position lights 5 sec prior to
movement for disconnect. This procedure may be briefed otherwise for single hose
operations.
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NOTE
• During HAAR training in low-light level conditions, the refuelling observer

may be unable to perform his duties when the receiver is required to carry an
anti-collision light. Anytime safety is compromised, the tanker aircraft
commander will terminate HAAR operations. During multi-ship HAAR,
simultaneous refuelling may not be possible; however, receivers that are not
refuelling may carry the anti-collision light for the flight without affecting the
HAAR evolution.
• During NVG HAAR operations, the refuelling observers will be aided;

however, the tanker cockpit crew may not be aided. The NVG capability of
the tanker(s) will be covered in the mission brief.
404 Joining - Safety Considerations
a. To complete a safe join, the receiver should achieve a stable formation position (ie. zero rate of
closure) on the tanker before manoeuvring to the astern position. Stable formation must be
achieved in a position where an error of judgement in the join does not lead to a collision risk with
the tanker.
b. Longitudinal distance from the tanker and rate of closure from behind are the most difficult
features to assess, particularly at night; therefore, a direct join to a position behind the tanker
should not be attempted.
c. Accordingly, all joins should be made to a loose echelon position in the observation position;
thus errors in line and overtake speed can be corrected clear of the tanker.
405 Lost Contact Procedures
a. Prior to Tanker Assuming Formation Lead
(1) Within 3 nm of Receiver
(a) Loss of Visual and Electronic Contact - Tanker. If visual and electronic
contact are lost after the tanker is within 3 nm of the receiver, the tanker will:
(i) Immediately call:
“CONTACT LOST”
(ii) Establish a minimum 500 ft vertical separation (if able or conditions permit) and
(iii) Turn 45° right of the track heading.
(iv) After 30 sec, manoeuvre for another RV or proceed as briefed.
(b) Loss of Visual Contact, Electronic Contact Maintained – Tanker. If visual

contact is lost but electronic contact is maintained, the tanker will maintain current altitude
and continue join-up. At 1 nm electronic contact, if visual contact is not established. The
tanker will:
(i) Turn 45° right of track heading.
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(ii) Lower flaps to air refuelling configuration (as required).
(iii) Slow to refuelling airspeed.
(iv) Call:
“NO VISUAL CONTACT”
(v) After 30 sec, turn left and resume track heading.
The Tanker will maintain electronic contact and a position 1 to 2 nm behind receivers
until visual contact is re-established.
(c) Actions of Spare Tanker. During no visual contact or contact lost the spare
tanker will stay with the lead tanker. If the spare tanker loses sight of lead, the spare will:
(i) Turn right 10° or more from the lead tanker’s heading and
(ii) Follow the rest of the no visual contact or contact lost procedures.
(2) Within 1 nm of Receiver
(a) Loss of Visual Contact. Under any circumstances if the tanker is within 1 nm of
the receiver(s) and loses visual contact, it will immediately:
(i) Establish a minimum of 500 ft vertical separation (if able or conditions permit),
and
(ii) Turn 45° right of the track heading.
(iii) After 30 sec, manoeuvre for another RV or proceed as briefed.
(b) Actions of Spare Tanker. Spare tanker will stay with the lead tanker. If the spare
tanker loses sight of the lead tanker, the spare will:
(i) Turn right 10° or more from the lead tanker’s heading and
(ii) Coordinate for rejoin.
b. After Tanker Assumes Formation Lead
(1) Non-Mountainous
(a) Receivers Lose Sight. If the receivers lose sight of each other or the lead aircraft
(tanker), maintain radio contact to confirm intentions.
(i) Receiver(s). The receiver(s) will call:
“LOST VISUAL CONTACT”
and simultaneously turn to lost contact heading to establish separation.
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(ii) Tanker. The tanker will respond with:
“EXECUTE” followed by base heading and the MSA.
The tanker will accelerate to cruise airspeed and climb to MSA.
(iii) Spare Tanker. The spare tanker will turn right 45°, accelerate to cruise
airspeed, and climb to MSA plus 1,000 ft and after 30 sec, resume base heading.
(iv) First Receiver. The first receiver alters 20° away from the tanker’s heading,
climbs 300 ft above MSA, and, after 30 sec, returns to the base heading.
(v) Second Receiver. The second receiver alters 40° away from the tanker
heading, climbs 600 ft above MSA, and, after 30 sec, returns to the base heading.
(vi) Timings. Timing starts when an aircraft reaches its assigned altitude.
(vii) Aircraft Separation. To ensure aircraft separation, each receiver

will call out the altitude and heading to which it is climbing and turning
(See Figure 4-1).
(b) Simultaneous Refuelling Operations. For simultaneous refuelling

operations (Figure 4-2), make the following changes to the procedures in
405b(1)(a)(i): After “LOST VISUAL CONTACT” is called:
(i) First Receiver. The first receiver on each side of the tanker will
turn 20° (left or right respectively) away from the base heading, climb 300
ft above MSA, and, after 30 sec, turn to resume the base heading.
(ii) Second Receiver. The second receiver on each side of the tanker will turn in
the appropriate direction, 40° away from the base heading; climb 600 ft above MSA
and, after 30 sec, returns to the base heading.
(iii) Timings. Timing starts when an aircraft reaches its assigned altitude.
NOTES
• These procedures are designed for no more than 4 receivers on each tanker’s
wing. The addition of more receivers will require modification and briefing of
alternate procedures.
• These procedures are designed for use from an in-trail position in straight and
level flight with no more than two tankers. Specific procedures to be used in
other geometries, prior to join-up, should be thoroughly briefed, using these
procedures as a basis whenever possible.
• Receiver performance at high density altitudes may limit the ability of receivers
from achieving the prescribed altitude separation. A pre-briefed deviation to
the altitude separation requirements may be applied.
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Figure 4-1. Lost Visual Contact/Non-Mountainous Procedure
MAINTAIN HEADING
ACCELERATE TO CRUISE AIRSPEED
CLIMB TO MSA
TURN LEFT (SRT) 20°
CLIMB TO MSA +300 FT
AFTER 30 SECONDS,
RESUME BASE HEADING
TURN RIGHT (SRT) 45°

CLIMB TO MSA +1,000 FT
TURN LEFT (SRT) 40° AFTER 30 SECONDS,
CLIMB TO MSA +600 FT RESUME BASE HEADING
AFTER 30 SECONDS,
RESUME BASE HEADING

AFTER 30 SECONDS,
RESUME BASE HEADING
Figure 4-2. Lost Visual Contact/Simultaneous Refuelling/Non-

Mountainous Procedure
MAINTAIN HEADING
ACCELERATE TO CRUISE
AIRSPEED
CLIMB TO MSA
CLIMB TO MSA +300 FT TURN RIGHT (SRT) 45°
AFTER 30 SECONDS, ACCELERATE TO CRUISE
TURN LEFT (SRT) 20° RESUME BASE HEADING AIRSPEED
CLIMB TO MSA +300 FT CLIMB TO MSA +1,000 FT
AFTER 30 SECONDS, AFTER 30 SECONDS,
RESUME BASE HEADING RESUME BASE HEADING

AFTER 30 SECONDS,
RESUME BASE HEADING

AFTER 30 SECONDS,
RESUME BASE HEADING
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(2) Mountainous
(a) Receiver Lose Sight. If the receiver(s) lose sight of each other or the lead aircraft
(tanker):
(i) Receivers. The receivers will call:
“LOST VISUAL CONTACT”
(ii) Tanker. The tanker will respond with:
“EXECUTE” followed by the base heading and the MSA.
The tanker will then accelerate to cruise airspeed and climb to MSA to allow the
receiver formation manoeuvring room.
(iii) Spare Tanker. The spare tanker will turn right 10°, accelerate, and climb to
MSA plus 1,000 ft and after 30 sec, resume base heading.
(iv) First Receiver. The first receiver will maintain refuelling airspeed and climb
to MSA plus 300 ft.
(v) Second Receiver. The second receiver will adjust airspeed to air refuelling
airspeed minus 10 KIAS and climb to MSA plus 600 ft.
(vi) Third Receiver. The third receiver will adjust airspeed to air refuelling
(vii) Fourth Receiver. The fourth receiver will reduce airspeed to air refuelling
(viii) All Receivers. All receivers will maintain base heading and hold their
adjusted airspeed for 3 min after reaching their altitude. After 3 min, accelerate to
HAAR airspeed (see Figure 4-3).
(b) Simultaneous Refuelling Operations. For simultaneous refuelling operations,

make the following changes to the procedures in (1) above: After “LOST VISUAL
CONTACT” is called:
(i) First Receiver – Left Side. The first receiver on the left side of the tanker
will maintain air refuelling airspeed and climb to MSA plus 300 ft.
(ii) First Receiver – Right Side The first receiver on the right side of the tanker
will adjust airspeed to air refuelling airspeed minus 10 KIAS and climb to MSA plus
600 ft.
(iii) Second Receiver – Left Side. The second receiver on the left side of the
tanker will adjust airspeed to air refuelling airspeed minus 20 KIAS and climb to
MSA plus 900 ft.
(iv) Second Receiver – Right Side. The second receiver on the right side of
the tanker will adjust airspeed to air refuelling airspeed minus 30 KIAS and climb to
MSA plus 1200 ft.
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(v) All Receivers. All receivers will maintain base heading and hold their
adjusted airspeed for 3 min after reaching their altitude. After 3 min, accelerate to
HAAR airspeed (see Figure 4-4).
Figure 4-3. Lost Visual Contact/Mountainous Procedure
MAINTAIN HEADING
AIRSPEED
CLIMB TO MSA
TURN RIGHT 10°

AIRSPEED
AFTER 30 SECONDS,
RESUME BASE HEADING
MAINTAIN AAR AIRSPEED

MAINTAIN AAR AIRSPEED -

10 KIAS

20 KIAS

30 KIAS
Note: All receivers will maintain base heading as relayed by the tanker and hold their
adjusted airspeed for 3 minutes after reaching their altitude. After 3 minutes, accelerate
to HAAR airspeed.
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Figure 4-4. Lost Visual Contact/Mountainous Procedure
MAINTAIN HEADING
CLIMB TO MSA
TURN RIGHT 10°

AIRSPEED
AFTER 30 SECONDS,
RESUME BASE HEADING
MAINTAIN AAR AIRSPEED MAINTAIN AAR AIRSPEED - 10 KIAS

CLIMB TO MSA +300 FT CLIMB TO MSA +600 FT
MAINTAIN AAR AIRSPEED -20 KIAS MAINTAIN AAR AIRSPEED - 30 KIAS

CLIMB TO MSA +900 FT CLIMB TO MSA +1200 FT
Note: All receivers will maintain base heading as relayed by the tanker and hold their
adjusted airspeed for 3 minutes after reaching their altitude. After 3 minutes, accelerate to
HAAR airspeed.
(c) Option 2. All aircraft in element 1, 2, or both per paragraph 402, or as briefed.
The second element aircraft must be aware of possible midair collision

potential with the first element receivers. If the potential for lost contact exists
when employing option 2 formation, increasing separation between refuelling
elements should be considered.
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Lost visual contact in a mountainous environment, especially at low level, is a

critical situation. The tactical environment, existing weather conditions, and
terrain may require deviations to the above procedures; therefore, it is
extremely important that these factors be thoroughly briefed during mission
planning.
NOTE
• Within in the United States, mountainous terrain is defined by FAR 95-11 Part
B. Outside the United States, mountainous terrain is defined as having a 500-ft
change in surface altitude over 1/2 nm.
• All turns for both Mountainous and Non-Mountainous Lost Visual Contact
procedures are executed using a standard rate turn (SRT). All headings are
magnetic and are based on the heading announced by the tanker at the
initiation of the procedure. In all cases, the base airspeed is the planned HAAR
airspeed. If the HAAR altitude is above the MSA, the HAAR altitude will be
the base for the manoeuvre.
406 Abort Procedures. Tankers will be prepared to assist receivers in the event of a receiver abort.
Tankers will not abandon receivers that require navigation/communication assistance unless an
emergency exists or a spare tanker is available.
407 Aircraft Malfunctions
a. Tanker Engine Failure. Under conditions of high altitudes, ambient temperatures, and
gross weights, the instantaneous loss of an engine may cause the tanker to yaw excessively and
immediately lose airspeed. This may require maximum power on available engines, along with
large rudder and aileron inputs. This may result in a midair collision and will require a
breakaway.
b. System Malfunctions. When a system malfunction jeopardizes safety, air refuelling will
not be accomplished except during fuel emergencies or when continuation of refuelling is dictated
by operational necessity. In the event a tanker malfunction occurs with a receiver(s) in contact,
the tanker directs the receiver(s) to disconnect and remain outboard of the hose. Receiver(s)
experiencing malfunctions should request disconnect (time permitting) and expect to move to the
observation position.
c. Fuel Spray. A small amount of fuel spray may be present upon drogue engagement/
disengagement. No fuel spray should be evident during fuel transfer. When fuel spray is noticed
during fuel transfer, fuel flow will be stopped. The requirements to continue fuel transfer will be
at the discretion of the receiver pilot.
408 Breakaway Procedures. The conditions that require a breakaway include but are not limited
to excessive receiver closure rates, receiver or tanker engine failure, and excessive fuel leak. When an
emergency condition exists that requires immediate separation of aircraft, the tanker will call
“BREAKAWAY, BREAKAWAY, BREAKAWAY” preceded by the tanker call sign and hose
assignment pertaining to the receiver required to breakaway. Simultaneously, the tanker will turn on the
lower anti-collision light (if refuelling un-aided). The receiver will effect a disconnect, manoeuvre clear
of the astern position and await further instructions from the tanker.
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The receiver disconnect angle (the angle between the hose coupling and the
helicopter probe) must be limited to 20 degrees off-centre or less due to the
limits of the hose coupling.
NOTE
Overt anti-collision lights may cause excessive glare during NVG operations.
409 Reduced Receiver Flight Performance. If adequate power is unavailable (i.e. loss of an
engine or high density altitude) a change to normal HAAR procedures may be required.
a. The helicopter will maintain the highest airspeed possible consistent with operating limitations
outlined in the applicable flight manual and notify the tanker.
b. Refuelling altitude will be 500 ft below receiver cruise altitude.
c. Refuelling airspeed will be the tanker minimum speed or the receiver airspeed, whichever is
higher.
d. The tanker will perform a receiver high RV. Execute the join-up to place the receiver on the
side of the tanker with the intended refuelling hose.
e. The tanker will establish refuelling airspeed and set refuelling hoses prior to reaching the
receivers abeam position.
f. As the nose of the tanker passes abeam, the helicopter will initiate a shallow dive to accelerate
and close on the tanker. The altitude differential should be sufficient to gain the additional
airspeed required to manoeuvre into contact position.
g. Once contact is successfully completed, extra care should be taken to take on the needed
amount of fuel before disconnecting. There may not be enough power available to perform
another contact and the tanker may not be able to loiter or escort and provide additional fuel at a
later time.
NOTE
• Due to the additional power required to stabilize in the astern position, the
receiver will move directly from an extended high observation position to contact
without a pause in the astern position.
• Once established in the refuelling position, the power required to stay with the
tanker will be less than that required to maintain the same airspeed outside the
tanker’s drafting effect.
• Care should be taken not to lose airspeed as there is insufficient power available
to manoeuvre back into position.
• To reduce power requirement, tobogganing may be required.
410 Lighting. Lighting configurations are specific to aircraft type/model. The appropriate National
Annex should be consulted prior to conducting night HAAR operations.
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CHAPTER 5
Communications - HAAR
501 Security. It can be assumed that all HAAR frequencies will be subject to regular monitoring by
potentially hostile agencies. Message originators are to ensure that classified information is not passed in
an unclassified form. In particular, messages concerning airframe numbers, linkage of squadrons and
locations, order of battle and associations of personnel with units are not to be transmitted. Tanker
transmissions are liable to be intercepted, thus giving hostile forces knowledge of tanker positions and
procedures; therefore, transmissions must be kept to a minimum. It will also be necessary on occasion to
restrict the use of some or all aircraft electronic transmitting equipment.
502 Communications in Multi-Tanker Formations. The lead tanker crew is responsible for the
formation communications. If special circumstances require, specific tasks may be delegated to other
tankers in the formation.
503 Minimum Communication Requirements. Tankers and receivers will begin monitoring
designated radio frequencies and will have electronic RV equipment operating no less than 10 min prior
to ARCT. Communications capability between tanker and receiver will be maintained during the entire
refuelling operation. Voice transmissions will be held to an absolute minimum during RV and HAAR in
accordance with the EMCON option in use. Normally, radio transmissions between tanker and receiver
aircraft will be conducted by pilots; however, any crewmember noting an emergency or hazardous
situation may initiate breakaway procedures.
HAAR contacts will not be conducted when radio communication capability

between the tanker and receiver(s) is lost except during emergency fuel
situations or contingency operations.
504 Monitoring Guard. During HAAR, where radio equipment permits, tanker and receiver crews
will maintain a listening watch on 243.00 MHz, this provides a guard frequency for receivers that need to
join a tanker but do not know the HAAR control frequency. Furthermore, 243.00 MHz provides a guard
frequency in the event of loss of radio contact between tanker and receiver.
505 Refuelling Frequency Assignments. Identical refuelling frequencies (i.e. UHF/VHF, A/A
TACAN, and IFF) will not be assigned to any two air refuelling operations being conducted in close
enough proximity to cause a communication overlap. Each refuelling formation will be assigned a
discrete primary and secondary frequency for the entire refuelling operation.
506 Standard HAAR Terminology. The following is considered standard HAAR terminology for
both interphone communications for refuelling observers and inter-aircraft communications between
receivers and tankers:
a. Receiver Abeam.
b. Observation Position (left/right).
c. Astern (left/right).
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d. Contact (left/right).
e. Disconnect/Inadvertent Disconnect (left/right).
f. Receiver Clear (left/right).
g. Crossover.
h. Breakaway.
507 EMCON Emitter Procedures. There may be a need to conduct HAAR training or operations
with reduced electronic emissions. The controlling authority will promulgate the emission control
(EMCON) option in force for the exercise/operation. The use of electronic emitters will vary according
to the assessed threat. The definition of each EMCON option is given in Part 3, Annex 5A. Also,
EMCON options and acceptable communications for each option are shown in Part 3 Annex 5A. This
describes 4 levels of restriction on the use of electronic emissions and provides for further refined
selection of transmitters.
508 EMCON Communication Procedures. There will be occasions when HAAR is conducted
using agreed procedures and signalling facilities without the use of radio. For planned operational and
training missions, the items detailed in Part 3, Annex 5A must be covered in the pre-flight briefing of
both the tanker and receiver crews. EMCON communication procedures for HAAR are detailed in Part
3, Annex 5A. The occasions requiring EMCON 2-4 communication procedures are:
a. When directed by the EMCON option in force.
b. When deemed tactically necessary or for training purposes agreed between tanker and
receiver.
c. In the event of radio failure. Refuelling following total radio failure should only be undertaken
when refuelling is essential due to the critical nature of the mission.
d. In the event that a receiver requires fuel but does not know the tanker’s operating frequency.
509 Escort Operations. During escort operations, the inbound tanker will RV with the escorting
tanker on a UHF/VHF frequency other than that used by the primary tanker and receiver(s).
510 Radio Silent. For EMCON Options 3 and 4, HAAR may be conducted for tactical training and
operational missions provided the following precautions and procedures are observed:
a. The HAAR pre-RV briefing requirements will be covered in the pre-mission briefing.
b. Radio equipment on both aircraft must be operative and crews on both aircraft must monitor the
same frequency and GUARD (243.0 MHz) during all AAR procedures.
c. The RV requirements and altimeter setting are all briefed prior to the mission.
NOTE
• Lights on the tanker’s AAR pods are an indication to the receiver of the tanker’s
hydraulic and fuel flow status and are not used for EMCON communication.
_____________________________________________________________________
Part 3 5-2 Change 2

ATP-56(B)
Part 3 Annex 5A
_____________________________________________________________________
PART 3 – ANNEX 5A
EMCON - HAAR
Figure 5A-1. Emission Control (EMCON) Options – Communications Criteria
EMCON Criteria
Emission Option 1 Any and all emitters are authorized, ie full RT for training purposes adding any
timing that would affect the RV.
Emission Option 2 Routine EMCON.

(Restricted R/T a. Emission Option 2 is the desired standard for day to day HAAR.
Communications)
General.
b. Radio silent formation except for RV and HAAR which is conducted with
limited radio exchange.
c. All other emitters are authorized.
d. Essential radio transmissions for flight safety may be made.
e. At initial contact, receivers and tankers will exchange callsigns,
FL/altitude/height, Mode 3 and any changes in tanker timing that would
affect the RV (in minutes early or late).
f. Altimeter setting and hot armament check will also be co-ordinated, if
applicable.
g. If not at the planned RV FL/altitude/height, an additional call is required
when reaching that FL/altitude/height.
Restrictions under EMCON 2.

h. More restrictive procedures under emission Option 2 will be fully
coordinated between tanker and receiver units. In an emergency/abnormal
condition (KC-10) the tanker/receiver may transmit over an HAAR
frequency.
Emission Option 3 Radio silent operations including formation, RV and HAAR. The use of other
(Silent R/T) emitters is authorized unless specifically prohibited.
Emission Option 4 No emitters will be used unless specifically authorised by the plan that the HAAR
(Emission Out) is supporting (ATO, SPINS, Rules of Engagement (ROE), Operations plan, Safe
Passage procedures, or other mission directive).
_____________________________________________________________________

ATP-56(B)
Part 3 Annex 5A
_____________________________________________________________________
Table 5A-2. EMCON Options - HAAR – Communication
Emission
Control Option
Item Action
(EMCON)
1 2 3 4
1 Radios, A/A TACAN, and Electronic RV Equipment – Set (no later than 10 X X X 1
min prior to ARCT)
2 10 min prior to ARCT – Tanker will initiate a call to receiver with the most X X 1 1
current altimeter setting
3 Receiver Radio Calls
A Visual X
B Observation Position X
C Astern Position X
D Contact X
E Reset Reel Response X
F Require More Fuel X
G Breakaway X X
H Disconnect X
4 Tanker Radio Calls
A 1/2 nm in Trail X
B Tanker Assumes Formation Lead X
C Clear to Astern X
D Clear to Contact X
E Go to Observation Position X
F Crossover to the Other Hose X
G Prepare to Turn X
H Unable to Refuel, Proceed to/Wait for Spare Tanker X
I Breakaway X X 2 2
Notes:
1. HAAR may be conducted for tactical training and operational missions provided the RV
requirements and altimeter setting are all briefed prior to the mission. Radio equipment on the
tanker and receiver aircraft must be operational and all aircraft will monitor primary AAR
frequency (ies) during HAAR operations.
2. For EMCON 3 and EMCON 4, light signals will be used to pass the breakaway call.
_____________________________________________________________________

ATP-56(B)
Part 3 Annex 5A
_____________________________________________________________________
Table 5A-3. Emission Options (HAAR) – Emitters
Emission Control Options

Item Equipment (EMCON)
1 2 3 4
1 Radar On On As Required Off
2 Doppler On On As Required Off
3 Beacon On On As Required Off
4 Radar Altimeter On On As Required Off
5 TACAN/DME On On As Required Off
6 IFF/Interrogator On On As Required Off
7 UHF/VHF/HF/SATCOM On On Monitor Monitor
8 ETCAS/TCAS On On As Required Off
9 ITS/LPI On On As Required Off
Note: Variations may be coordinated (e.g., “EMCON 2, EMITTERS, ITEM 1 OFF” would mean
normal EMCON Option 2 procedures except the radar would be off).
_____________________________________________________________________

ATP-56(B)
Part 3 Annex 5A
_____________________________________________________________________
Table 5A-4. HAAR Refuelling Light Signals (Sheet 1 of 2)
Tanker to Receiver
Tanker Light Signals
Item Meaning Receiver Response
Multi Colour Single Colour
1 Upper anti- Upper anti-collision Tanker assumes lead Lead receiver secures
collision light light secure strobe and proceeds
secure to observation
2 One steady light (3) to Cleared to astern Stabilize in astern or
receiver in observation and/or crossover crossover
3 One green light Cleared to contact Contact drogue or
(3) to receiver in and/or crossover crossover
observation
4 One steady light to Cleared contact Contact drogue
receiver in astern
5 One steady light to Receiver has briefed Disconnect and
receiver in contact offload, clear to proceed to
disconnect observation
6 Flashing light to Tanker has Disconnect and move
receiver in contact malfunction outboard of hose
7 One steady light after Malfunction Contact drogue
item 6 or 16 resolved, clear to
contact
8 Flashing light after Malfunction not Proceed to
item 6 or 16 resolved, proceed to observation
observation
9 One white light Proceed to Proceed to
observation observation
10 Two white lights Momentary flash of Tanker directed Crossover to
top anti-collision light crossover observation
11 One amber light Prepare to turn Do not attempt
contact at night
12 Two amber lights Continuous light Tanker is unable to Proceed to spare
moved up and down pass fuel; go to spare
tanker
13 Multiple red lights Anti-collision light on Breakaway: Disconnect and
and/or all pod emergency exists remain clear of the
status lights tanker
flashing
Primary Tanker to Spare Tanker
Tanker Light Signals
Item Meaning Spare Response
Multi Colour Single Colour
14 Tanker flashes one Fuel Flowing Spare may retract
white light (4) hoses
15 Tanker flashes Unable to refuel Spare tanker is
two white lights primary
(4)
_____________________________________________________________________

ATP-56(B)
Part 3 Annex 5A
_____________________________________________________________________
Table 5A-4. HAAR Refuelling Light Signals (Sheet 2 of 2)
Receiver to Tanker
Item Receiver Light Signals Meaning Tanker Response
16 Receiver disconnects, manoeuvres outboard Reset reel response Reset hose
of hose, and emits one steady light
17 Receiver remains in contact or emits More fuel is required Tanker provides
flashing light after item 5 additional offload as
briefed
18 Flashes formation/position lights for 5 sec Receiver preparing to
disconnect
19 Extended probe with the visible landing or An emergency fuel Provide fuel as
search light ON (IR for NVG operations), requirement exists; required
IFF on EMERGENCY secure
communications will
be used if available
When performing simultaneous HAAR, receivers will flash position/formation

lights for 5 sec prior to movement to disconnect to preclude simultaneous
disconnects and possible midair collisions.
Notes:
1. A single flash is 2 sec in duration and given with Aldis lamp, flashlight, signal light panel,
search/landing light, etc. If, after a reasonable amount of time, it does not appear a signal has
been received, repeat the signal.
2. During EMCON 1 and 2, a visual signalling device will be available for immediate use
during HAAR to serve as a backup for loss of communications.
3. Once the receiver or element has crossed over, an additional signal is required before
leaving the observation position.
4. Tanker to Spare Tanker: Light signals will be passed from forward scanner window (if
able). In lieu of light signals, a radio call to indicate “FUEL FLOWING” or “UNABLE TO
REFUEL” may be made.
_____________________________________________________________________

ATP-56(B)
Part 3 Annex 5A
_____________________________________________________________________
INTENTIONALLY BLANK
_____________________________________________________________________

ATP-56(B)
Part 3 LEP
_____________________________________________________________________
LIST OF EFFECTIVE PAGES FOR PART 3 ATP-56(B)
1-1 to 1-4 Change 2

2H-1 to 2H-2 Change 2
3-1 to 3-6 Change 2
5-1 to 5-2 Change 2
LEP-1 (Reverse blank) Change 2
_____________________________________________________________________

ATP-56(B)
Part 3 LEP
_____________________________________________________________________
INTENTIONALLY BLANK
_____________________________________________________________________

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ATP 3.3.4.

AIR TO AIR REFUELLING

NORTH ATLANTIC TREATY ORGANISATION

NATO STANDARDIZATION AGENCY (NSA)

NATO LETTER OF PROMULGATION

1. ATP-3.3.4.2(B) (ATP-56(B» Change 2 - AIR TO AIR REFUELLING is a NATO

3. Part 5 of ATP-3.3.4.2(B) (ATP-56(B» will be issued for the recording of factual

Dill'i ctor, NATO Standardization Agency

Part No RECORD OF RESERVATIONS BY NATIONS

DATE EFFECTIVE BY WHOM

1. Change 2 summarised below:

Incorporates Part 3 – Rotary AAR Procedures.

AIR TO AIR REFUELLING

PART 1 – GENERAL PROCEDURES

Chapter 2 Employment Considerations And Principles

Chapter 3 Refuelling Equipment

Part 1 LEP Part 1 - List of Effective Pages LEP 1

PART 2 – FIXED WING PROCEDURES

Annex 1A RV Alpha (Anchor)

Annex 1D RV Delta (Point Parallel)

Annex 1E RV Echo (Timing)

Annex 1F RV Foxtrot (Sequenced)

Tailchase Departure – Establishing RVIP Para 107F

Annex 1G RV Golf (En-Route)

Chapter 2 Formation Procedures - General

Annex 2A Multi-Tanker Formation Procedures

Annex 2B Force Extension Procedures

Annex 2C Tanker Snake/Formation Climb Guide

Annex 2D AAR Formation Procedures – Heavy Aircraft

Annex 2E Receiver Station Keeping Equipment (SKE) -

Tanker Echelon Para 210E

Annex 2F Quick Flow Procedures

Annex 2G KC-130 AAR Formation Procedures

Chapter 3 Accompanied Let Down Procedures

Chapter 4 Safety Procedures

Boom Envelope Demonstrations. Para 508

Annex 5A Emission Control

Annex 5B Communication Procedures

Annex 5C Radio Silent Procedures

Part 2 LEP Part 2 - List of Effective Pages LEP 1

PART 3 – ROTARY WING PROCEDURES

Chapter 2 General Procedures - HAAR

Annex 2B RV Bravo (Head-On)

Annex 2D RV Delta (Head-On Offset)

Annex 2E RV Echo (Tanker Orbit)

Annex 2G RV Golf (En Route)

Annex 2H RV Hotel (Random)

Chapter 3 Formation Procedures - HAAR

Chapter 4 Safety Procedures - HAAR

Chapter 5 Communications - HAAR

Escort Operations Para 509

Annex 5A EMCON - HAAR

Part 3 LEP Part 3 - List of Effective Pages LEP 1

PART 4 – TILT ROTOR PROCEDURES

PART 5 – NATIONAL AND ORGANISATIONAL ANNEXES

LIST OF EFFECTIVE PAGES FOR PRELIMINARIES

PAGE NUMBERS EFFECTIVE PAGES

Cover – Reverse Blank Change 2

b. Lead to a better understanding of national AAR capabilities amongst NATO forces.