Keep Them Going

[Tim]

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OPERATION
01/1999 -- CLASSIFIED

SECTION I. INFORMATION
[Commanders] Kolonel Verbeek (Eindhoven Air Base)
[Staging Point] Eindhoven Air Base & Volkel Air Base
[Date] 01/1999
[Skill] Aerial Refueling
[Belligerents]

Netherlands

v.​

​

[Casualties and losses]

Dead: 0 Wounded: 0

SECTION II. STRENGTH
[30] 334 Squadron

[4] KC-10 Extender​

[20] 336 Squadron

[4] C-130H Hercules​

[50] 312 Squadron

[15] F-16A/B​

Supporting forces
[10] Operations Directorate
[50] 941 Squadron
[50] 942 Squadron

[5] E-One Titan​

[50] 900 Squadron
[50] 901 Squadron

[3] E-One Titan​

SECTION III. OBJECTIVES
PHASE A. C-130H PREPARATION
A01 -- COMPLETED -- FLIGHT CHECKS
A02 -- COMPLETED -- TAKEOFF
PHASE B. AERIAL REFUELING OF C-130H
B03 -- COMPLETED -- AERIAL REFUELING OF C-130H
B04 -- COMPLETED -- LANDING AND REFUELING

PHASE C. F-16 PREPARATION
C05 -- ONGOING -- FLIGHT CHECKS
C06 -- PENDING -- TAKEOFF
PHASE D. AERIAL REFUELING OF F-16A/B
D07 -- PENDING -- AERIAL REFUELING OF F-16A/B
D08 -- PENDING -- LANDING AND REFUELING​

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[Tim]

PRIVATE

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After the final briefing call it was time for the first flights to get ready for their refueling. The first day was focussed on the refueling of C-130H aircraft in order to extend the range and also to allow the aircrafts to do multiple runs without refueling on the ground, losing precious air time.

Both 334 and 336 Squadron were based at Eindhoven Air Base. The fuel levels for the C-130H's were checked to ensure they had enough for the flight, but the tank wasn't more than half full to ensure an actual refueling could be performed. Technicians from 941 Squadron were performing checks on the computer systems long before planned takeoff. With all primary checks completed the aircraft were given permission to go to runway 04-22 and stay there in formation. All aircraft were fully crewed with 5 crew members. Once on the ground the flight engineers began secondary checks before takeoff in cooperation with the pilots. As this was happening the navigator would be plotting out the assigned route on the internal navigation systems.

"336 Squadron this is meteo. The prediction is still clear weather with light clouds, no rain." -- "Copy that." the primary pilot on G-273 responded. The three other aircraft would have gotten the same message and also confirmed receiving it. With the aircraft getting close to takeoff the E-One Titan fire trucks of 942 Squadron got into place close on the runway on full alert. The flight engineer on G-273, the first aircraft in the line, reported to his pilot "Lieutenant, all systems are ready for takeoff." The pilot answered "Navigation ready?" and received a clear "Yes lieutenant" from the navigator. "Flight control this is Golf-273 we are ready for takeoff" - "Golf-273 this is flight control copy please stand by." Meanwhile the three other aircraft were also completing their flight checks and one by one reporting in to flight control which was waiting for all four of them to be ready.


All four C-130H Herucles aircraft on runway 04-22

 

[Tim]

PRIVATE

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"Golf-275 this is flight control, copy that and please stand by." was returned, after the last aircraft in the line radioed in to confirm being ready for takeoff. A final check of the airspace was made before the first aircraft was given permission for takeoff: "Golf-273 this is flight control, permission for takeoff granted." And with that the first aircraft's engines started roaring louder as it made it's way down the 3000 meter runway. After a little more than 500 meters the aircraft started to depart from the asphalt of the runway as it started to glide on the air, quickly climbing to 1,700 feet in the first minute after takeoff just below the aircraft's maximum climbing rate. The aircraft had been ordered to go to 22,000 feet in altitude and to fly around at that height for some time over Noord-Brabant in a predetermined route which was different for all four aircraft.

Once G-273 had safely lifted off and reached and steered away from the direct line of the runway the second aircraft was given permission to takeoff. This procedure was the same for the last two aircraft. The last three takeoffs were uneventful with all aircraft reaching their intended altitude and route at 22,000 feet altitude.

With this the runway was fully cleared, and the KC-10 Extenders which had been fully tanked were taxi'd to the runway one by one. On the runway the crew of 4 per aircraft (2 pilots, flight engineer, and boom operator) did their pre-flight checks before radioing into flight control. "Tango-235 requesting permission for takeoff." -- "Tango-235 this is flight control, permission for takeoff granted." With that the engines of the aircraft started roaring as it made it's way down the runway. The aircraft began to climb from the runway to the designated altitude of 22,000 feet significantly faster than the C-130H aircraft, reaching it in little over 3 minutes. The following aircraft was only allowed on the runway after the previous had fully taken off.


T-235 taking off from runway 04-22

 

[Tim]

PRIVATE

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After a few minutes the aircraft had reached it's designated altitude of 22,000 feet. It flew in the direction it was supposed to as the flight engineer checked the radar for the incoming C-130H. Once it showed up on the radar the flight engineer told the co-pilot, who radioed the C-130H that was flying half a nautical mile in front of them. "Golf-273 this is Tango-235 incoming for aerial refueling. What is your ground speed, altitude and track?" - "Tango-235 our current cruising speed is 289 knots, our altitude is 21,980 feet and our track is 201 degrees, holding steady."

With that the KC-10 slowed down as it was quickly approaching the C-130H, flying towards it directly behind at the same track but at an altitude of 22,080 feet, 100 feet above the C-130H. As they approached the aircraft they lowered their speed to just above the 289 knots of the C-130H and descended to an altitude of 22,005 feet, 25 feet above the C-130H. They flew just above the cruising speed of the C-130H until the boom operator confirmed that he was at the correct distance. "Boom is in position sir. Permission to refuel?" - "Permission granted."

With that the boom operator moved the boom towards the opened roof-mounted receptacle. Once the boom was properly in place the fuel began to transfer from the KC-10 to the C-130H, until the C-130H was fully fueled. This took shorter than usually because the C-130H had a half full tank and had only been flying very shortly. The boom operator retracted the boom and radioed both cockpits: "Refueling completed." With that the C-130H and KC-10 left formation and both finished their route. The KC-10 almost immediately turned for the airport. The C-130H continued forward for some moments before also turning, landing just after the KC-10 had left the runway and returned to it's refueling spot to be fully refueled for the next day which was the F-16 training.

The three other aircraft duo's completed similar procedures, all getting into formation, refueling, and returning to the airport safely and being refueled and checked by the maintenance staff of 941 Squadron.