a. General Information
(1) The C-130 has a UARRSI receptacle located 12 feet AFT of the nose and 5.5 feet behind centre
window on fuselage centreline.
(2) Distance lead-in stripes are located in front of the receptacle at 1-foot intervals.
(3) Approximately 17 inches forward of the receptacle is a set of lights offset on both sides to
illuminate the area around the receptacle.
(4) There is additional lighting in the slipway area.
b. Rendezvous Procedures
(1) En-Route Overtaking Rendezvous
(a) An overtaking enroute rendezvous will be normally used for all C-130 operations.
(b) When executing an overtaking rendezvous with more than one tanker, delay adjusting
airspeed, lowering the flaps, or manoeuvering to AAR formation until all aircraft are
established on the AAR heading.
(k) The receiver will proceed down track from the RVIP/RV at 215 KIAS, and the tanker
will overtake the receiver at 275 KIAS.
(l) Once visual/radar contact is established with the receiver, the tanker will maneuver to
pass overhead the receiver.
(m) The pilot not flying will call when the tanker passes overhead the receiver.
(n) After the receiver passes under the tanker glare shield (1/2 NM on TCAS/1/3 NM on
radar for KC-10), the tanker will maintain 275 KIAS for another 30 seconds (15
seconds for KC-10), then reduce power to idle and begin slowing to 200 KIAS (190
KIAS for AC130H).
(o) (KC-135) Flaps
(i) Weight 210K lbs or Less AAR may be accomplished with either
flaps up or flaps 20 degrees at gross weights up to 210,000 lbs.
(ii) Weight Greater than 210K lbs At gross weights above 210,000 Ibs,
AAR must be accomplished with flaps 20 degrees.
(iii) Extending Flaps If AAR is to be accomplished with flaps 20 degrees,
then extend the flaps when passing through 220 KIAS.
(iv) Pitch Change Be prepared for a pitch change and continue to slow to
200 KIAS for AAR.
(v) Autopilot Axis Altitude Hold With airspeed stabilised at 200 KIAS,
the autopilot elevator axis altitude hold may be engaged if desired.
(ALL) Due to engine spool-up time and rapid airplane deceleration when flaps are lowered to 20
degrees, pilots must be prepared to advance throttles simultaneously with extension of flaps.
(p) Failure to make R/T Contact If radio communications between airplanes have not
been established by the rendezvous control time, airplanes will depart the RVIP/RV to
make good the ARCT at the RVCP.
(q) Delaying at RVCP Use normal orbit procedures when delaying at the RVCP.
(r) Formation Procedures Once join-up has been accomplished, normal formation
(s) Overrun If the tanker has overrun the receiver during the final phase of the
rendezvous, the following procedures are recommended:
(i) The tanker will reduce airspeed to 200 KIAS (0.6 AOA minimum) with
flaps set for AAR and maintain track at the assigned AAR altitude.
(ii) The receiver will adjust airspeed, maintain an altitude 1000 feet below
assigned base AAR altitude, adjust track as required, and close on the tanker.
(2) Overtaking RV Delta (Point Parallel Rendezvous)
(a) The overtaking RV Delta (point parallel rendezvous) uses normal RV Delta procedures
except the tanker plans to roll out behind the receiver.
(b) The tanker than overtakes the receiver using the speed schedule and procedures outlined
in the Enroute Overtaking Rendezvous.
(c) For formation operations, the tanker will adjust to AAR formation (stacked up 500 feet, 1
NM nose-to-nose, 60 degrees echelon) after completing the turn to the AAR heading.
(3) Overtaking Modified Point Parallel Rendezvous
(a) The modeled point parallel rendezvous with C-130 receivers is standard with the
exception that the tanker will utilise overtaking procedures.
d. AAR Procedures
(1) (ALL) AAR Procedures
(ALL) Boom nozzle position shall be monitored closely prior to contact and following
disconnect as receptacle to propeller line distance is only 15.5 feet.
(ALL) The MC-130H Combat Talon II (CTII) has an elongated tear shaped antenna located
approximately 5 feet in front of the receptacle, protruding out from the front of the receptacle and
(ALL) EC-130J aircraft AAR envelope is 190 to 230 KIAS at 0 to 20,000 feet MSL. Optimum
is 210 KIAS/10,000 feet MSL.
(ALL) On EC-130J aircraft, fuel may be seen swirling within the UARRSI pressure box during
(ALL) Bank angle during AAR with C-130 receivers will be limited to 15 degrees
(2) (KC-10) AAR Procedures
(KC-10) Do not raise or lower slats/flaps while the receiver is closer than the astern position
because of the resultant pitch change of the tanker.
(3) (KC-135) AAR Procedures
(a) For formation operations, aircraft will be stacked up at 500 foot intervals from the leader
with 1 NM nose-to-nose separation along the 60-degree echelon line.
(b) Consider establishing the fuel configuration prior to slowing to AAR airspeed; draining
fuel from the centre wing to the forward body tank with certain fuel loads may be slower
(c) Power control is critical at the relatively low airspeeds required by the receiver.
(d) Airspeed must be monitored closely as the airplane response to power adjustments for
lost airspeed is slower than normal, especially at gross weights approaching 250,000
(e) Boom operators must be aware of changes in boom flight characteristics during AAR
with the C-130 at slower airspeed in combination with tanker flap setting of 20 degrees.
(f) Control of the boom becomes heavier and the boom tends to trail at 35 to 37 degrees
when flaps are lowered to 20 degrees.
(g) When the receiver stabilises in the astern position, the boom operator will hold required
up pressure on the ruddervator control stick to maintain a 30-degrees trail position.
(h) Increased force is required to fly the boom to effect contact and to maintain boom-toreceptacle
(i) To minimise nozzle cocking when making contact below 33 degrees elevation, the boom
must be inserted straight into the receptacle without aid of the slipway; using the slipway
may cause nozzle to cock, preventing contact.
(k) This procedure will also avoid directing the boom nozzle light into the eyes of the
(KC-135) Do not raise or lower flaps while the receiver is closer than the astern position because
of the resultant pitch change of the tanker
(KC-135) During an actual/practice emergency separation, do not raise or lower the flaps until
the receiver is well clear.
(KC-135) If in a turn when a breakaway is initiated, maintain the established bank angle while
adding power. Do not roll wings level and do not raise or lower flaps until the receiver is well
(KC-135) The maximum tanker gross weight beginning AAR operation with C-130 receivers
will not be greater than 250,000 pounds.
(KC-135) During AAR, do not to allow the airspeed to decrease below 190 KIAS or 0.6 AOA,
whichever is higher, because of decreased boom control at lower airspeeds.
(KC-135) During AAR with the flaps extended, exercise extreme caution to ensure that the flap
placard speed is not exceeded.