HC/MC-130 US

Tankers


KC-10 US Boom
KC-135 US Boom
KDC-10 Netherlands Boom

Receivers
H-47 US Hose & drogue
H-53 US Hose & drogue
H-60 US Hose & drogue
V-22 US



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Planning Data (Click on the table)

Refuelling Heights and Speeds.
• Tankers should limit bank angle to 30° in the air refuelling configuration to prevent tanker stall. However, if terrain or weather is not a factor, bank angle should be limited to 15°. At high density altitudes and/or high gross weights, the receiver may experience rotor blade stall at bank angles less than 30°. Careful consideration of helicopter limitations should be made with respect to bank angle at high density altitudes. NOTE
• At the receiver’s request, the tanker may use asymmetrical power to reduce turbulence when the right refuelling position is used.
a. Height Band. AAR altitude band is from 1,000 ft AGL to maximum service ceiling. HC/MC-130 aircraft normally ingress and conduct RV procedures at AAR altitude.
b. Maximum Hose Extension/Retraction Speed. The maximum hose extension/retraction speed is: 120 KIAS/KCAS with the low speed drogue, 215 KIAS/KCAS with the high speed drogue and 180 KIAS/KCAS with the variable drag drogue (VDD).
c. Speed Range – High Speed Drogue. The refuelling airspeed range for the high speed drogue is 185 to 215 KIAS (acceleration to 230 KIAS is allowed after engagement).
d. Speed Range – Low Speed Drogue. The recommended refuelling airspeed range for the low speed helicopter drogue is 105 to 120 KIAS depending on tanker aircraft weight (acceleration to 130 KIAS is allowed after engagement).
e. Speed Range – Variable Drag Drogue. The refuelling airspeed range for the variable drag drogue is 110 to 180 KIAS/KCAS.

Maximum Transferable Fuel. Maximum transferable fuel loads vary with mission type and length. HC-130 and MC-130P aircraft are capable of installing internal fuel tanks to increase the amount of transferable fuel. Burn rates provided below are based on a low-level flight profile to and from the AAR track.

Fuel Transfer Rate. The rate of fuel transfer during AAR is governed by several factors: the transfer rate capability of the receiver aircraft; the tanker fuel system configuration; and the mode of tanker refuelling system operations.
a. Sargent Fletcher System. If only the wing store fuel is available, the maximum transfer capability is 462.7 kg/min (1020 lb/min) or 150 gal/min for a single receiver engaged. With two receivers engaged, the transfer rate will be split between the receivers: 231 kg/min (510 lbs/min) or 75 gal/min.
b. Integrated Air Refuelling System. The IARS pump is designed to provide fuel at varying flow rates up to 879 kg/min (1937 lb/min) or 310 gal/min.

Regulated Fuel Pressure.
a. Sargent Fletcher System. Fuel is delivered to the receiver within the pressure range of
0.35 – 1.93 bars (5 – 28 psi) at the drogue. The tanker crew is unable to adjust delivery pressure.
b. Integrated Air Refuelling System. The IARS pump is designed to provide fuel at varying pressures up to 8.3 bars (120 psi) at the drogue. Fuel pressure is programmable to accommodate receiver aircraft limitations and needs. Receiver must coordinate required/maximum fuel pressure prior to refuelling if different from below. NOTE
• At the delivery pressures below, the helicopter tanks may be filled to top off with no valve closure restrictions.

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More information in:
http://www.fas.org/man/dod-101/sys/ac/mc-130p.htm