Wow!

http://www.youtube.com/watch?v=h-CP-OYx ... e=youtu.be

Is it really amazing, or does the inception music make you feel like you are in a dream within a dream, flying for the USAF?

Thanks for posting!

SMELS wrote:Is it really amazing, or does the inception music make you feel like you are in a dream within a dream, flying for the USAF?

Mind blowing.

What I've always wondered is if they have special software in the AP to deal with rapidly changing C of G that must be occurring during the refuelling process.

Anyone actually know?

Now this is a properly done air to air shoot! Well done to whoever did this.

slowstream wrote:What I've always wondered is if they have special software in the AP to deal with rapidly changing C of G that must be occurring during the refuelling process.

Anyone actually know?

No special software is required. The corrections would be no different than those required for normal fuel burn, just at a faster rate.

bradley wrote:Now this is a properly done air to air shoot! Well done to whoever did this.

slowstream wrote:What I've always wondered is if they have special software in the AP to deal with rapidly changing C of G that must be occurring during the refuelling process.

Anyone actually know?

No special software is required. The corrections would be no different than those required for normal fuel burn, just at a faster rate.

Hey Bradley,

I agree there is likely no special software needed but the rate of fuel transfer is is going to be a great deal higher than normal fuel burns. Even the old 737-2 I use to fly with those old JT8's wouldn't burn as fast as the transfer rate would be. Also fuel burns in airliners are pretty balanced even when transferring fuel from the tail; with the tanker the fuel is transferring from where? I doubt its from a central point within the C of G, yes, No? Either way that trim and trim wheel must be getting a pretty good workout when fuelling.

The bigger issues is when another heavy tanks. The change in pressure dynamics around both Aircraft make it for a good time, so I heard. Ask YYQ_SAR.

slowstream wrote:

bradley wrote:Now this is a properly done air to air shoot! Well done to whoever did this.

slowstream wrote:What I've always wondered is if they have special software in the AP to deal with rapidly changing C of G that must be occurring during the refuelling process.

Anyone actually know?

No special software is required. The corrections would be no different than those required for normal fuel burn, just at a faster rate.

Hey Bradley,

I agree there is likely no special software needed but the rate of fuel transfer is is going to be a great deal higher than normal fuel burns. Even the old 737-2 I use to fly with those old JT8's wouldn't burn as fast as the transfer rate would be. Also fuel burns in airliners are pretty balanced even when transferring fuel from the tail; with the tanker the fuel is transferring from where? I doubt its from a central point within the C of G, yes, No? Either way that trim and trim wheel must be getting a pretty good workout when fuelling.

...which is why I said that the change was at a faster rate than normal fuel burn.

From the times I've been up front in a KC-130 during refueling operations, the autopilot is more than capable of compensating for the changing aircraft weight and balance as fuel transfers. When you look at the KC-10, it is capable of transferring fuel at around 7,500 Lbs/min, out of a total fuel capacity of 356,000 Lbs, not an astronomical weight change. I don't have any first hand knowledge of the KC-10's transfer system, but if it is anything like other refueling aircraft, it either can transfer fuel from multiple points in the system or it pumps fuel equally from other tanks to the feed point. Remember these guys are pros, it's not like they start at the front tank and work their way back or something...

The whole thing was brilliantly shot, but the last 30 seconds damn near gave me goosebumps.