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trail (the amber ready light comes on).
3. The receiver aircraft moves in past the refueling range inner limit, approximately 25 feet from full
trail (the amber ready light flashes).
· Refueling cannot be stopped by placing the PWR switch to OFF with
the hose extended.
· Lack of hydraulic pressure causes a loss of hose response resulting in
hose instability and a potential hose whip incident. If either the red
PRESS or LOW RESV light comes on, aerial refueling should be
terminated and the hose retracted.
Transfer of fuel to the aerial refueling store continues until one of the following occurs:
1. ARS TRANS switch is placed to OFF.
2. The BINGO caution comes on.
3. Tanks 1 and 4 are empty (with normal fuel transfer, this occurs at a fuel state of approximately
5,000 pounds of fuel). The FQTY advisory comes on.
9.3.2.9 Emergency Fuel Transfer. If problems are encountered in obtaining fuel transfer from the
store to the receiver aircraft, a system is provided that bypasses some normal switch functions to
provide fuel transfer. After the receiver is engaged in the coupling, turn the TRANS switch to OVRD.
A1-F18EA-NFM-000
III-9-15 ORIGINAL
This switch provides power to open the shutoff valve and energize the priority valve to allow hydraulic
flow to the fuel pump motor, and bypasses the low level switch and the fuel flow range switches.
· The receiver aircraft should not attempt engagement when the switch
is in OVRD since there will be fuel pressure in the coupling that
increases the force required to make an engagement. The force will be
above that which provides adequate hose response and a damaging
hose whip may result.
· The TRANS switch should be moved from OVRD to OFF prior to the
receiver disconnecting. Fuel pressure in the coupling increases the
disconnect forces by 200 pounds above normal. Momentary fuel spray
may also occur.
NOTE
The TRANS switch should be taken out of the OVRD position if the
green XFR light on the ARS control panel extinguishes.
9.3.2.10 Drogue Retraction.
1. TRANS switch - OFF
2. Airspeed - 180 to 200 KCAS (20,000 feet MSL or less)
180 to 210 KCAS (25,000 to 35,000 feet)
Field arrestment or carrier landing with the drogue extended is not
recommended. Guillotine (HOSE - CUT) drogue in clear or uninhabited
areas.
3. HOSE switch - RETR
4. When the white STOW light illuminates, and the HOSE advisory clears, PWR switch - OFF
9.3.2.11 Transfer Fuel from ARS to Tanker (Own Ship). If it is desired to transfer fuel from the
refueling store, do the following:
1. STORE switch - FROM
9.3.2.12 Before Landing.
1. STORE switch - OFF
2. HOSE switch - RETR
3. BIT codes - CHECK
A1-F18EA-NFM-000
III-9-16 ORIGINAL
a. REFUEL DATA DISPLAY switch - BIT CODE
b. Refuel data display - RECORD CODES
4. PWR switch - OFF
5. TRANS switch - OFF
9.3.3 ARS Jettison.
The ARS may be jettisoned in the same manner as other external stores.
9.3.4 ARS Limitations.
Refer to Chapter 4, Operating Limitations.
9.4 NIGHT VISION DEVICE (NVD) OPERATIONS
9.4.1 Effects on Vision. Flight techniques and visual cues used during unaided night flying also apply
to flying with night vision devices (NVD). The advantage of NVD is improved ground reference
provided through image intensifier systems (NVG/NAVFLIR). Dark adoption is unnecessary for the
effective viewing through night vision goggles (NVG). In fact, viewing through the NVG for a short
period of time shortens the normal dark adaptation period. After using NVG, an average individual
requires 1 to 3 minutes to reach the 30 minute dark adaptation level. Color discrimination is absent
when viewing the NVG image. The image is seen in a monochromatic green hue and is less distinct than
normal vision. Prolonged usage may result in visual illusions upon removal of the NVG. These illusions
include complement or green after-images when viewing contrasting objects. Illusions from NVG are
temporary and normal physiological phenomena and the length of time the effects last vary with the
individual.
Ejection wearing Night Vision Goggles is not recommended. Severe neck
injury may result.
9.4.2 Effects of Light. Any non-NVG compatible light source in the cockpit degrades the ability to
see with NVG. Filters are used to prevent stray or scattered light from reaching the NVG intensifiers,
which would cause the automatic gain control to reduce the NVG image intensification. Head down
displays (DDI, MPCD) are filtered to allow non-electrical-optical viewing of the display. Viewing areas
illuminated by artificial light sources with NVG (runway/landing lights, flares, or aircraft position
　
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