AAR
Air-to-air refueling (AAR) is a force multiplier.
It enables aircraft to stay airborne far longer than usual and can save fuel and time on extended crewed flights. Because refueling requires aircraft to operate in close proximity, it carries inherent risks and is generally reserved for military missions exceeding 3,000 nautical miles.
What training do pilots need to complete to qualify for air-to-air refueling?
F-8 Crusader air refueling
Robert James, a former U.S. Navy F-8 Crusader pilot, recalled on Quora that, as a naval aviator flying the F-8 Crusader, an unusual aircraft in which the extended refueling probe’s tip sits several feet behind the pilot’s head on the port side, he found it difficult to maintain formation on the refueling basket and hose. Although the probe is visible by turning sharply to the left, its position makes it difficult to maintain formation on the refueling basket and hose. As a result, the pilot must connect largely “blind.”
On his first attempt, James flew in a formation of four “nuggets” (new pilots), accompanied by an instructor pilot in a chase aircraft and an A-4 tanker equipped with a “buddy pack.” The technique was to position the basket abeam the nose at roughly eye level, establish a “sight picture” using references such as the tanker’s position relative to the canopy bow, mirrors, and gunsight, then add a little power while holding that picture until a wave formed in the hose.
At that point, the basket was behind the aircraft and completely out of sight. James could feel a clunk as the probe tip engaged the coupling at the center of the basket. He then moved forward a few more feet, pushing the hose in far enough to activate the buddy pack’s green light, which indicated that fuel was flowing.
After refueling, James reduced power and moved aft to disconnect. A second or two later, the basket came back into view. He noted that the procedure is easier in most aircraft, where the probe tip is positioned ahead of the pilot’s head.
F-8 pilot air refueling qualification
James continued, saying that the process was covered in a briefing lasting about 20 to 30 minutes. Pilots were promised a one-on-one tactics flight with the instructor, Bill Kiper, whose call sign was “Ace,” if they completed four consecutive refueling connections without missing.
The pilots boarded their aircraft and made two section takeoffs, followed by the instructor. They formed a flight of four with the chase aircraft and flew over the water west of NAS Miramar to meet the tanker. James was the only pilot to complete all four connections without missing—a feat Lieutenant Commander Kiper said he had never seen before. Kiper later withdrew the promised air combat maneuvering flight, which James said he still owed him.
The pilots formed a right echelon on the A-4’s right side, with the lead aircraft refueling first. After finishing, the lead moved to the tanker’s left side. The second aircraft then refueled and joined the lead, and the others followed in turn. Radio communication was minimal; Lieutenant Commander Kiper occasionally offered brief corrections, such as, “You’re missing high.”
“USAF Style”
James noted that all the pilots qualified, and the training was complete. For naval aviators, refueling was a routine part of operations, but the training was brief and not considered especially demanding. Many of James’s operational refueling events, particularly during combat operations, took place without radio communication; the rest required no more than 25 words.
James added that, many years later, he had the opportunity to refuel using U.S. Air Force procedures while flying an F-4 Phantom for a close ally’s air force. A U.S. Air Force officer provided the training, which involved nearly a full week of classroom instruction. The refueling itself also took far longer than expected, for reasons no one could explain. James was unsure why the Air Force treated refueling as such a major undertaking, but felt the process had been made more complicated than necessary.
Photos by U.S. Navy
