ATP-56(B)
Part 5, Annex GA
_______________________________________________________________________________
PART 5 - NATIONAL ANNEX
ANNEX GA – France
C135FR – KC135R
Subject
Paragraph
Introduction
AAR equipment
AAR equipment – Boom
Description
Basic Operation
Automatic Disconnect
Boom Envelope
Normal Disconnect
Brute Force Disconnect
Controlled Brute Force Disconnect
Inadvertent Brute Force Disconnect
AAR Boom Lighting
Description
Basic Operation
Receiver Actions
Elevation
Longitudinal Position
Radio Silent Procedures
Failure of PDLs to Illuminate
PDLs Fail to Illuminate When Making Contact
PDLs Fail During Contact
Flashing PDLs
Other Illumination
AAR Equipment – BDA
Description
Basic Operation
Receiver Actions
Fuel Transfer
Fuel Transfer Failure
Normal Disconnect
Emergency Disconnect
AAR Equipment Lighting – BDA
AAR Equipment – Wing- mounted AAR Pods
Description
Basic Operation
Receiver Actions
Receiver Too Close
Caution
AAR Equipment Lighting-Wing-mounted AAR Pods
Description
Pod Status Lights
Day AAR
Part 5
GA-1
1GA
2GA
2GA a
2GA a (1)
2GA a (2)
2GA a (3)
2GA a (4)
2GA a (5)
2GA a (6)
2GA a (6) (a)
2GA a (6) (b)
2GA a (7)
2GA a (7) (a)
2GA a (7) (b)
2GA a (7) (c)
2GA a (7) ( c) (i)
2GA a (7) ( c ) ( ii )
2GA a (7) (d)
2GA a (7) (e)
2GA a (7) (e) (i)
2GA a (7) (e) (ii)
2GA a (7) (f)
2GA a (7) (g)
2GA b
2GA b (1)
2GA b (2)
2GA b (3)
2GA b (4)
2GA b (5)
2GA b (6)
2GA b (7)
2GA b (8)
2GA c
2GA c (1)
2GA c (2)
2GA c (3)
2GA c (4)
2GA c (4) (a)
2GA c (5)
2GA c (5) (a)
2GA c (5) (b)
2GA c (5) (b) ( i )
Nov 07
ATP-56(B)
Part, Annex GA
_________________________________________________________________________
Night AAR
Aircraft Lightning
AAR Datas
Refuelling Heights and Speeds
Maximum Transferable Fuel
Fuel Transfert Rate
Regulated Fuel Pressure
Fuel Type Available for AAR
Receiver Types Certified
Recording Fuel Transferred
Mark Facilities
Dimensions
RV Aids
List of Appendices
2GA c (5) (b) ( ii)
2GA d
2GA e
2GA e (1)
2GA e (2)
2GA e (3)
2GA e (4)
2GA e (5)
2GA e (6)
2GA e (7)
2GA e (8)
2GA e (9)
2GA e (10)
3GA
1GA Introduction. The FAF has two variants of KC-135s in service: C135FR and KC135R.
2GA AAR equipment. C135FR and KC135R are both equipped with one centreline mounted flyable
boom. A boom drogue adapter (BDA) can be set for probe equipped aircraft. Only C135FR is fitted
with 2 wing mounted FRL Mk32B air refuelling pods. Due to Boom Operator qualifications, boom
refuelling is unavailable to heavy receivers, but is available for Receptacle Equipped Fighters.
Aircraft Types are listed in Annex GD.
a. AAR equipment – Boom.
(1) Description. The boom is approximately 8.5m (28 ft) long with an additional 5.6 m (18.5
ft) of inner fuel tube witch can be extended or retracted by the boom operator.
NOTE : Due to interphone modification, French C 135FR and KC 135R are not equipped with
a boom interphone communication system.
(2) Basic Operation.
(a) When ready to refuel, the boom is lowered from its stowed position and about 3
m (10 ft) of the retractable portion is extended by the boom operator.
(b) When cleared, the receiver moves from a stabilised (zero rate of closure) astern
position to a steady boom contact position.
(c) Closure to contact will be slow and stable (approximately 1 foot per second)
with the receiver stabilising in the contact.
(d) When this is achieved, the boom operator flies the boom to the receiver
aircraft’s receptacle and extends the boom to make contact. Locking toggles in the
receptacle operate to hold the boom nozzle in contact.
(e) The receiver then maintains its position within the boom operating envelope.
Part 5
GA-2
Nov 07
ATP-56(B)
Part 5, Annex GA
_______________________________________________________________________________
WARNING
• The receiver will stabilise in the astern position and attain a zero rate of closure. If
the receiver fails to attain stabilised position, or it becomes apparent that a closure
overrun will occur, breakaway procedures will be initiated. Failure to do so could
result in a mid-air collision.
• Excessive closure rate could cause the tanker to descent into the path of the
receiver. The tanker pilot must be prepared to disconnect the autopilot to prevent
altitude deviations. Initiate a breakaway at the first indication of a closure overrun.
(3) Automatic Disconnect. Provided the receiver remains within the envelope, contact is
maintained, however, if the receiver moves beyond the limits, a disconnect will automatically
occur.
(4) Boom Envelope. The envelope is defined by automatic limit switches connected to the
boom; the envelope permits a limited amount of fore and aft movement and some freedom of
manoeuvre in the pitching, rolling and yawing planes. The envelope limits are set well within
the mechanical limitations of the boom; therefore, provided the envelope limits are not
exceeded too rapidly, the disconnect will occur before the is damaged. The full envelope is
illustrated in Appendix 1 to this Annex; however the freedom of manoeuvre in boom elevation
is reduced for some receiver aircraft because of their receptacle characteristics.
(5) Normal Disconnect. To make a normal disconnect, the receiver releases the receptacle
toggles (this may also be effected remotely by the boom operator) and remains stabilized in the
contact position until the boom operator confirms a disconnect has been achieved, the receiver
then moves to the astern position
(6) Brute Force Disconnect. There are two types of brute force disconnect, controlled and
inadvertent.
(a) Controlled Brute Force Disconnect. If the receptacle toggles fail to release,
they can be over –ridden by the receiver’s gradual movement aft, and ending
with a smooth tension boom pullout above 38 degrees elevation. Coordination
between the receiver pilot and boom operator is required to ensure as smooth a
disconnect as possible.
(b) Inadvertent Brute Force Disconnect. Any unplanned disconnect that is the
result of the receiver moving rapidly to the aft limit, causing mechanical
tanker/receiver separation and nozzle pullout occurs at 38 degrees elevation
below.
(7) AAR Boom Lightning.
Part 5
GA-3
Nov 07
ATP-56(B)
Part, Annex GA
_________________________________________________________________________
(a) Description. Pilot Director Lights (PDL) provide positioning information to receiver
pilots during boom type refuelling. The PDLs are located on the bottom of the
fuselage, aft of the nose landing gear, they consist of 2 panels of lights. The left panel
gives boom elevation information and the right panel gives boom telescoping
information; see Appendix 1 to this Annex.
(b) Basic Operation. When the contact is effective between the boom and the receiver
receptacle, the lights are automatically controlled by movement of the boom in
elevation and by the in and out movement of the telescoping portion. These lights
indicate the position of the boom in relation to the boom operating envelope and
command the direction of receiver movement required to bring the boom to the ideal
refuelling position. During movement of the receiver toward the contact position, the
PDLs are used manually by the boom operator to direct the receiver into the boom
contact position. A steady red PDL light is used to command a large movement in the
direction indicated, and a single flashing red light is used to command a small
correction. The PDL lights can also be extinguished by the boom operator to signal a
request for disconnect. For breakaway, long flashing PDL lights are used to
command an emmergency separation.
(c) Receiver Actions.
(i) Elevation. At one end of the elevation panel is the illuminated letter U
(for up); at the other end is the illuminated letter D (for down); see
Appendix 1 to this Annex. Adjacent to the letters are red arrowheads. If
a receiver is in contact with the boom near the upward elevation limit,
the red arrowhead next to the D will be illuminated; this indicates a
downward movement is required. As the receiver moves down, the red
light extinguishes and a green arrowhead illuminates, indicating the
boom is approaching the ideal position. When the ideal elevation is
reached, the green light extinguishes and 2 parallel green bars
illuminate.
(ii) Longitudinal Position. Longitudinal position is verified using similar
indications to those described above for the vertical position. The righthand telescoping panel is similar in function, although the display is
slightly different. The ends of the panel have the illuminate letters F and
A (forward and aft); see Appendix 1 to this Annex. The position
information and movement commands are given by illuminated
horizontal bars with red leading into green, with the ideal position
shown by 2 parallel green bars illuminating. The command indications
are separated by illuminated vertical white bars to give contrast. The
telescoping part of the boom is in coloured segments, which duplicate
PDL indications, at night these segments are illuminated by boom
marker lights. Lights are not provided for azimuth positioning; however,
a fluorescent yellow stripe on the under surface of the tanker fuselage is
provided for centreline reference.
Part 5
GA-4
Nov 07
ATP-56(B)
Part 5, Annex GA
_______________________________________________________________________________
(d) Radio Silent Procedure. During radio silence, the PDLs can be used to give
positioning commands to direct a receiver into the boom contact position. A
steady red PDL light commands a large movement in the direction indicated,
and a single flashing red light commands a small correction. The PDL lights
can also be extinguished to signal a request for disconnect. For breakaway, long
flashing PDL lights are used to command an emmergency separation.
(e) Failure of PDLs to illuminate.
(i) PDLs Fail to Illuminate When Making Contact. If the PDLs do not
illuminate when a receiver makes contact, the receiver should
disconnect and await instructions. Continuation of air refuelling
operation is at the receiver's pilot discretion. If refuelling is continued,
verbal corrections from the boom operator may be requested.
(ii) PDLs Fail During Contact. If the PDLs go out during contact, the
receiver is to initiate a disconnect and return to the astern position.
Continuation of air refuelling operation is at the receiver's pilot
discretion, and therefore verbal corrections from the boom operator may
be requested.
(f) Flashing PDLs. Flashing PDLs and tanker lower strobe light on command a
breakaway; the receiver will disconnect immediately and move back and down to
clear the tanker, performing the emergency separation procedure.
(g) Other Illumination. During night AAR, the AAR floodlight, boom marker
lights and boom nozzle light will also be used to illuminate the boom.
b. AAR Equipment - BDA
(1) Description. The boom is usually modified to refuel probe equipped aircraft by fitting a
BDA, which is 2.74 m (9 ft) of hose attached to the end of the telescoping part of the boom by
a swivelling coupling MA2 type (Parker) or MA3(Intertechnique); the hose terminates in a
hard, non-collapsible drogue (see Appendix 6). The telescoping part of the boom is kept fully
extended while the BDA is in use. There are pre-determined boom elevation and azimuth
settings for each receiver type (see Annex GD).
(2) Basic Operation. The boom operator endeavours to hold the boom steady at the settings
throughout the astern and refuelling phases. The ideal astern position for the receiver is to be
stabilized 1.5 m (5ft) behind the drogue; when cleared, the receiver moves forward to make
contact.
NOTE: Simultaneous refuelling from the centerline BDA and wing-tip mounted AAR pods is
Part 5
GA-5
Nov 07
ATP-56(B)
Part, Annex GA
_________________________________________________________________________
prohibited due to inadequate refuelling envelope clearance between aircraft.
(3) Receiver Actions. Great caution is required with the BDA because, unlike hose drum
systems, hose slack is not wound in. Contacts made with closure rates greater than about 2
KIAS will cause the hose to whip, with a consequent high probability of probe damage.
Having made contact, the probe should be positioned slightly offset from the boom to make
the hose adopt a S shape to one side; The ideal in-contact position is illustrated in Appendix
2.The ideal position permits about 1.5 m (5 ft) of forward and aft movement. Care must be
taken to prevent the hose from looping around the probe or touching the receiver’s fuselage,
this can be avoided by the receiver approaching no closer one half hose length.
(4) Fuel Transfer. When the receiver has made contact, the tanker will transfer a small
quantity of fuel to check the integrity of the system; if there are no fuel leaks, normal fuel
transfer will continue. If possible, the tanker air refuelling pumps will be switched off 5
seconds before the scheduled disconnect; this is to minimize fuel spray on disconnect.
(5) Fuel Transfer Failure. If fuel does no transfer, the receiver will be instructed to
disconnect; the receiver should drop back to the astern position and check that the correct fuel
system selections have been made. The boom operator will cycle the boom system by
retracting the boom to approximatively 6.5 m (15 ft) extension and then fully re-extend it. The
receiver will then be re-cleared for a further contact.
(6) Normal Disconnect. When cleared the receiver should disconnect by dropping back,
remaining aligned with the boom and aim to separate leaving the drogue aligned to its free trail
position. The boom operator does not retract the boom for a normal disconnect. To avoid the
drogue striking the aircraft, the receiver pilot must not stay away from the correct lateral
alignment.
(7) Emergency Disconnect. In an emergency the boom operator may retract the boom, in
which event the drogue will whip violently as contact is broken.
(8) AAR Equipment Lightning – BDA. The elevation background lights will be on during
BDA AAR, but not be used to direct receiver positioning. During night AAR, the AAR
floodlight and boom marker lights will also be used to illuminate the boom and BDA.
c. AAR Equipment – Wing- mounted AAR Pods.
(1) Description. The C 135FR is fitted with 2 wing-tip mounted AAR pods. Each refuelling
station consists of a FRL Mk32B-551 refuelling pod, a 22.5 m (74 ft) re-windable hose
terminated in a MA4 (JC Carter or Intertechnique) coupling and paradrogue (for drogue, see
Appendix 6). The hose is marked by two 1.2 m (4 ft) wide white bands, marking the fuel
transfer range limits and a 1.2 m (4 ft) wide red band marking the contact forward limit before
reaching the hose rewinding stop. Two side mounted monitoring cameras allow the boom
operator to monitor the pod air refuelling operation and to order “move back”, “disconnect” or
“breakaway”
Part 5
GA-6
Nov 07
ATP-56(B)
Part 5, Annex GA
_______________________________________________________________________________
(2) Basic Operation. The hose must be pushed in at least 1.8 m (6 ft), indicated by the first
white band, to start fuel flowing.
(3) Receiver Actions. The ideal refuelling position is between the 2 white bands which show
the inner limit 17 m (56 ft) and the outer limit 20.7 m (68 ft) of the refuelling range.
(4) Receiver Too Close. If the inner limit is exceeded, fuel flow ceases and the amber has a
fore and aft range of movement of 3.7 m (12 ft) during which fuel flows. See Appendix 3.
(a) Caution.
(i) Receivers must be very careful and follow the boom operator's orders and signal
lights and draw back as soon as they are ordered. Otherwise, when reaching the
forward limit of the refuelling range. The fuel flow ceases and the amber light
flashes. The receiver must draw back to refueling range, then green lights remain on
about 15 seconds. A reliable reference for this forward limit is the position of the
rewinding carriage inside the pod. The left edge of this carriage must not be right of
the painted orange mark on the carrier as shown:
CARRIAGE
POD
Pylon
Forward limit
Amber lights
Green lights
Normal refuelling position
Carriage right of orange mark
Red lights
(ii) Refuelling receivers must remain clear of the outboard engine wake.
(iii) Refuelling receivers must remain below the pod to keep clear of the vortices of the
wing trailing edge. See Appendix 3.
(iv) FRL MK32-B AAR Pods have technical limitations that may have operational
consequences.
• Receivers are not authorised to astern position before full extension or
retraction of hoses.
• Air temperature and cloudy conditions during flight may lead the AAR on pods
inappropriate. AAR MK32-B operations are forbidden :
o in turbulence conditions,
o in stormy conditions,
o in icing conditions,
o when air temperature is below –54° C.
Part 5
GA-7
Nov 07
ATP-56(B)
Part, Annex GA
_________________________________________________________________________
•
Inside fuel transfer before refuelling (from C135FR wing tank to body tank)
may delay the scheduled time of AAR.
For safe retraction of hoses, C135FR must reduce speed as cloth as 220kts,
depending of speed capabilities of fighters in formation with the tanker.
•
(v) Both BDA and Pods qualifications are recommended before operating AAR
deployment, and/or long distance flights.
(5) AAR Equipment Lighting – Wing- mounted AAR Pods.
(a) Description. AAR equipment signal lights are mounted in horizontal rows on the
AAR pods. Lights are coloured red, green and amber, see Appendix 3 for further details.
(b) Pod Status Lights. The lighting sequence is as follow :
Before contact:
Steady Amber
Steady Red
Ready for contact
Pod inoperative
In contact:
All lights out
Steady Green
Steady Amber
Flashing Amber
Flashing Red
Offload complete / dry contact
Fuel transfer
Aft limit
Forward limit, drawback
Breakaway
(i) Day AAR. For day AAR, the pod status lights, underbody, underwing,
nacelle illumination lights, pod illumination, outboard nacelle illumination lights
and pod floodlights will be set to on/full bright.
(ii) Night AAR. In addition to the day AAR lights, the underbody, underwing,
nacelle illumination lights, pod illumination, and outboard nacelle illumination
lights will be set to on/dim bright for night AAR; they may be adjusted as
required by the receiver pilot. The AAR floodlight may also be used as desired.
d. Aircraft Lighting.
Aircraft undersurfaces are illuminated by a comprehensive array of lights, many of which are
adjustable for brilliance upon request; see Appendix 4 to this Annex. The initial setting for
underbody and underwing lights will be on/full bright during all types of refuelling day and
on/dim for night AAR. The nacelle lights will be on during all types of refuelling, but during
night AAR, will be dimmed prior to receivers reaching the observation position.
e. AAR Datas.
(1) Refuelling Heights and Speeds. The AAR height band for boom and BDA is sea level to
45,000 ft. For the pods the AAR height band is sea level to 35,000 ft. The speed range for
Part 5
GA-8
Nov 07
ATP-56(B)
Part 5, Annex GA
_______________________________________________________________________________
the boom and BDA is 200 to 350 KIAS and for the pods 240 to 325 KIAS.
(2) Maximum Transferable Fuel. Total fuel load for C135FR without pods is 83,900 kg
(185,000 lbs) and for C135FR with pods is 87,100 kg (192,000 lbs). Transferable fuel is
dependent on sortie duration; around 58,000 kg (130,000 lbs) is available for transfer
during a 4 hr flight assuming a fuel bum rate of 5500 kg/hr (12,000 lbs /hr).
(3) Fuel Transfer Rate. The tanker can transfer fuel at rates exceeding 2725 kg/min(6000
lb/mm) from the boom, at 1275 kg/min (2800 lb/min) from the BDA and 1200 kg/min,
max 1350 kg/min (2640 lbs/min, max 2970 lbs/min) from the pods
(4) Regulated Fuel Pressure. Fuel pressure at the drogue is regulated to be 3.5 bars (50 ± 5
psi).
(5) Fuel Type available for AAR:
(i) Primary/usual fuel is F34.
(ii) Alternate fuel is F35, F40 and F44.
(6) Receiver Types Certified. The aircraft types cleared to refuel from the C135FR and
KC135R (boom, BDA or pods as applicable) are listed in Annex GD.
(7) Recording Fuel Transferred. When refuelling aircraft from another nation, tanker crews
will require receivers’ squadron number, tail number, aircraft type and call sign, as well as the
quantity of fuel transferred.
(8) Mark Facilities. In response to a receiver request to “mark” the tanker can dump fuel
from the boom. Mark should only be used if a receiver low fuel state or other similar
circumstance requires the rendezvous be expedited. If required, the tanker will dump fuel in
500 to 1000 pound increments, until positive visual contact can be maintained.
(9) Dimensions. See aircraft drawings Appendix 5.
(10) RV Aids. The C 135FR has the following radio, navigation and Rv aids.
(i)
VHF, UHF and HF radios.
(ii)
VOR, TACAN, ADF, INS and search weather radar.
(iii) TACAN (A/A Mode, range available), Radar (beacon mode), and AIRTAC
(Airborne Beacon equivalent to on-ground TACAN : Receiver selecting TACAN
- T/R Mode, same channel as the tanker, will obtain heading and distance to the
tanker).
NOTE : The only EMCON procedures available on wing pod equipped C 135FR, are
options 1 and 2 (see ATP-56 (B) Part 1 Annex 5B). On the BDA system, all EMCON
options are available.
Part 5
GA-9
Nov 07
ATP-56(B)
Part, Annex GA
_________________________________________________________________________
3GA. List of Appendices :
Part 5
Appendix
Subject
Appendix GA-1.
K/C 135 - Boom
Appendix GA-2.
K/C 135 - BDA
Appendix GA-3.
C 135FR – POD
Appendix GA-4.
C 135FR – Exterior Lightning
Appendix GA-5.
K/C 135FR - Dimensions
Appendix GA-6.
Types of Drogue
GA-10
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 1
_________________________________________________________________________________
PART 5 – NATIONAL ANNEX
ANNEX GA, APPENDIX 1 - FRANCE
K/C-135 - BOOM
Figurer GA-1-1 - C 135 PILOT director Lights illumination Profile
Part 5
GA-1-1
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 1
________________________________________________________________________________
Figure GA-1-2 – K/C 135 Boom Limits
Part 5
GA-1-2
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 2
_________________________________________________________________________________
PART 5 - NATIONAL ANNEX
ANNEX GA, APPENDIX 2 - FRANCE
K/C 135 - BDA
Figure GA-2-1 - Probe and Drogue Refuelling
Figure GA-2-2 - View from
Boom Operator Station
Figure GA-2-3 - View from Receiver Cockpit
Description :
The boom to drogue kit is used for field installation of a drogue adapter. The weight increase is
approximately 121 lbs plus the weight of the addition trapped fuel. The adapter incorporates a fuel
dump fitting (a poppet valve spring loaded to approx 5 lbs) and internally stiffened hose, a trunnion
and a conical rubber wing drogue. Brute force separation of the probe and drogue is set a maximum of
320 lbs with no fuel pressure. This force increases at a rate of 4 lbs per pound of fuel pressure.
Part 5
GA-2-1
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 2
________________________________________________________________________________
INTENTIONALLY BLANK
Part 5
GA-2-2
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 3
_________________________________________________________________________________
PART 5 - NATIONAL ANNEX
ANNEX GA, APPENDIX 3 - FRANCE
C 135 FR - POD
Figure GA-3-1- POD Refuelling Advisory Lights
NO
1
2
3
Part 5
CONTROL /
INDICATOR
FUNCTION
Amber light (2)
An amber light indicates to the receiver that the system is ready
for contact. The light comes on steady when the hose is fully
extended and the refuelling system is ready for an offload. The
lights flash when the hose is pushed in less than 56 ft of the hose
is deployed greater than 56 ft, when the hose is pulled out.
Red light (2)
A steady red light indicates to the receiver that the pod system is
not ready to transfer fuel. The lights come on steady when the
hose is deploying or being rewound using the REWIND/TRAIL
switch on the control panel. A flashing Red light indicates the
need for an immediate disconnect and separation. The light
comes on flashing when the switch on the control panel is
pressed; goes off when the switch is pressed again.
Green light (2)
Green lights indicate to the receiver that fuel is flowing (greater
than 50 gpm). The lights go out when the hose is pushed in and
less than 51 ft is deployed. The lights are on when the hose is
deployed greater than 53 ft (but less than 68 ft), when the hose is
pulled out.
GA-3-1
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 3
________________________________________________________________________________
Figure GA-3-2- Hose Markings Versus Pod Signal Lights - Hose Pushed In
Deployed hose lengths shown above are minimum values at which the depicted condition is expected
to occur.
Part 5
GA-3-2
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 3
_________________________________________________________________________________
Figure GA-3-3- Hose Markings Versus Pod Signal Lights – Hose Pulled out.
Deployed hose lengths shown above are maximum values at which the depicted condition is expected
to occur.
Red signal lights on steady - pod not ready. Hose extending/retracting
Red signal lights on blinking – breakaway.
Part 5
GA-3-3
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 3
________________________________________________________________________________
Figure GA-3-4 - Hose and Drogue Position in Flight
(Not to scale)
Part 5
GA-3-4
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 4
_______________________________________________________________________________
PART 5 – NATIONAL ANNEX
ANNEX GA, APPENDIX 4 - FRANCE
C135 FR EXTERIOR LIGHTING
2
1
3
4
5
9
3
4
8
12
13
14
17
11
7
2
6
10
14
6
17
15
16
5
5
01. NOSE LANDING AND TAXI LIGHT
*02. NACELLE ILLUMINATION LIGHTS (2 PLACES)
03. TAXI LIGHTS (2 PLACES)
04. LANDING LIGHTS (FIXED) (2 PLACES)
*05. NAVIGATION LIGHTS (3 PLACES)
06. STROBE LIGHTS (2 PLACES)
*07. OUTBOARD NACELLE ILLUMINATION LIGHTS
08. TERRAIN LIGHT
*09. RECEIVER PILOT DIRECTOR LIGHTS
*10. UNDERWING ILLUMINATION LIGHTS (2 PLACES)
*11. UNDERBODY ILLUMINATION LIGHTS (2 PLACES)
*12. ADVISORY LIGHTS (TYPICAL)
*13. STORE ILLUMINATION LIGHTS (2 PLACES)
*14. FORMATION (STRIP) LIGHTS (2 PLACES)
15. BOOM MARKER LIGHTS (FLUORESENT)
*16. BOOM NOZZLE LIGHT
*17. FIN TIP AERIAL REFUELLING FLOOD LIGHT
* Designates Adjustable Lighting
Part 5
GA-4-1
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 4
_______________________________________________________________________________
INTENTIONALLY BLANK
Part 5
GA-4-2
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 5
_______________________________________________________________________________
PART 5 – NATIONAL ANNEX
ANNEX GA, APPENDIX 5 – FRANCE
K/C135 FR - DIMENSIONS
Part 5
GA-5-1
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 5
_______________________________________________________________________________
INTENTIONALLY BLANK
Part 5
GA-5-2
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 6
_______________________________________________________________________________
PART 5 – NATIONAL ANNEX
ANNEX GA, APPENDIX 6 – FRANCE
Types of Drogue
BOOM DROGUE ADAPTOR (BDA) :
PARKER HANNIFIN PROD SUPPORT
13.5 in (34.3 cm)
24.41 in (62 cm)
23.3 in (59 cm)
POD FRL HITEMP LTD DROGUE
18 in (45.7 cm)
32 in (81 cm)
24.8 in (63 cm)
28.3 in (72 cm)
Part 5
GA-6-1
Nov 07
ATP-56(B)
Part 5, Annex GA, Appendix 6
_______________________________________________________________________________
INTENTIONALLY BLANK
Part 5
GA-6-2
Nov 07