This F-15 'Eagle' is about to be refueled. The receiver pilot (F-15 pilot) at this point cannot see the end of the boom, the part that will make the connection with his aircraft during the refueling. Therefore, the receiver pilot has to depend on directions from the boom operator. This is done via two-way radio, or, if radio silence is to be maintained, via a multi-colored light panel at the underside of the tanker (a KC-135E). The boom operator will tell the pilot whether he wants him to come closer, higher, or whatever. This requires incredible skill on the part of the receiver pilot. The two aircraft travel at about 450mph and moving forward two or three feet, or coming up a couple of feet requires a real sensitive touch on the throttles. Once the boom operator has the receiver where he wants him, he will extend the boom two, three feet, move the boom up, down, left or right slightly if necessary to make the connection with the receptacle. On this aircraft the receptacle is the little square at the far right edge of the shadow cast by the wing of the flying boom. They will then stay connected until the refueling is completed. During the refueling the tanker pilots responsibility is to maintain a stable platform and determine which fuel bladders are used for the refueling. Fuel bladders in the tanker are located throughout the lower part of the fuselage and in both wings. The maximum fuel load this kind of tanker can carry is close to 200,000 lbs. The pilots concern when transfering fuel is to maintain a weight balance within the tanker. Fuel can be transferred at a rate of up to 1000 gal/min, but the transfer rate is determined by the receiver aircraft hydraulic limitations. Fighters like this one have hydraulic systems that allow less fuel to be transferred. The boom operator has to be qualified for each aircraft type he refuels, for day and for night refuelings. He has to be familiar with each type of aircraft aerodynamics, because each aircraft is different. Each aircraft creates a bow wave while flying, and in large types, like a C-5, C-17, B-1, B-2, or B-52 these bow waves may affect the flight characteristics of the tanker. Bow waves are much like a bow wave of a subway, that creates a draft in the station that it approaches before it even reaches the station. Refueling is usually done at an altitude of 27,000-ft. +/- a few thousand feet. It is usually done in clear air. The danger during clear air refueling is clear air turbulence, or micro bursts that cannot be seen. For this reason there are emergency brakeaway procedures in place for the just-in-case scenerio. The most difficult refueling conditions for the boom operator is twilight, or if there is a slight overcast, either above or below the aircraft. Under those conditions depth perception is most difficult. The boom operator in this kind of aircraft is laying on his stomach in the center bunk. Left and right of him are additional bunks for observers. During this refueling I am to the right of the boom operator, or in the left bunk in the direction of flying. This refueling took place over the Pacific Ocean between Guam, Mariana Islands and Okinawa, Ryukyu Islands, Japan. This picture was taken in March 1984 and was later scanned. Thank you for viewing and commenting on my previous uploads.