Military Wiki
Advertisement
KC-10 Extender
Large three-engined aircraft refueling a jet fighter while two more of the latter fly in the distance.
A United States Air Force KC-10 Extender refueling an F-16 Fighting Falcon
Role Tanker/cargo aircraft
National origin United States
Manufacturer McDonnell Douglas
First flight 12 July 1980
Introduction March 1981
Status In service
Primary users United States Air Force
Royal Netherlands Air Force
Produced KC-10: 1979–1987
Number built KC-10: 60; KDC-10: 2
Unit cost
KC-10: US$88.4 million (FY1998)[1]
Developed from McDonnell Douglas DC-10

The McDonnell Douglas KC-10 tanker aircraft was in the service of U.S. Air Force. The KC-10 aircraft was derived from the civil DC-10.

It began in Vietnam War doubt about the need for more 700 Boeing KC-135 for supply of aircraft.

In Yom Kippur War in 1973 demonstrated the need for more adequate capacity to supply air. He saw that the C-5 Galaxy were forced to land in Europe to supply, because there was no tanker aircraft large enough to make the direct flight United States to Israel.

As a result the crew of C-5 Galaxys were trained to an air supply and Department of Defense concluded that it was necessary to create a more modern tanker aircraft.

Description[]

The KC-10 Extender is an air-to-air tanker aircraft in service with the United States Air Force derived from the civilian DC-10-30 airliner. Though there are 59 Extenders currently in service, they are greatly outnumbered by the older KC-135 Stratotanker, though the KC-10 has a significantly larger fuel capacity. Conversion to the KC-10 involved only minor modifications to the DC-10,

AIR KC-10 and F-16s lg

KC-10 refueling a F-16 Fighting Falcon

the largest of which was the addition of a boom control station in the rear of the fuselage and extra fuel tanks under the main deck.

The KC-10 is currently the world's longest-ranged production aircraft, and will continue to hold that record past the introduction of the Boeing 777-200LR, though future 777 variants may range further. The price is $88,400,000 USD.

Design and Development[]

Beginning with the Vietnam War doubts began to be raised about the ability of the 700+ strong KC-135 fleet to meet the needs of the United States’ global commitments. The air-refueling fleet was deployed to South-East Asia in support of tactical aircraft and strategic bombers, while maintaining the US-based support of the nuclear bomber fleet. As a result, studies began into the feasibility of acquiring an air-to-air tanker with a greater capability than the KC-135 fleet, but did not progress well due to lack of funding.

The 1973 Yom Kippur War and the US Operation Nickel Grass demonstrated the necessity of adequate air-refueling capabilities. Denied landing rights in Europe, USAF C-5 Galaxies were forced to carry a fraction of their maximum payload on direct flights from the continental United States to Israel. As a result C-5 crews were soon trained in aerial-refueling and the Department of Defense concluded that a more advanced tanker was needed.

In 1975, under the "Advance Tanker Cargo Aircraft" program, four aircraft were evaluated: the C-5 itself, the Boeing 747, the McDonnell Douglas DC-10, and the Lockheed L-1011. The U.S Air Force selected McDonnell Douglas's DC-10 over Boeing's 747 in December 1977.

The design for the KC-10 involved only modifications from the DC-10-30CF design. The major changes were the addition of a boom control station in the rear of the fuselage and extra fuel tanks below the main deck. The KC-10 has both a centerline refueling boom and a drogue/hose system on the right side of the rear fuselage. Other changes from the DC-10-30CF include the

Kc10 cockpit

KC-10 cockpit

removal of most cargo doors and windows. The KC-10 first flew on 12 July 1980. Early aircraft featured a paint scheme with light gray on the airplane's belly and white on the upper portion. A gray-green camouflage scheme was used on later tankers. Aircraft have since been switched to a medium gray color. The KC-10 boom operator is located in the rear of the airplane with wide window for monitoring refueling. The operator controls refueling operations through a digital, fly-by wire system.

A total of 20 KC-10s were later modified to add wing-mounted pods for added refueling locations. In addition to the USAF refueling boom, the KC-10's hose and drogue system allows refueling of U.S. Navy, Marine Corps, and most NATO allied aircraft. This gives the KC-10 the ability to refuel USAF, USN, USMC and other NATO aircraft, all in the same mission.

Specifications[]

General characteristics

  • Crew: 4 (pilot, copilot, flight engineer, boom operator)
  • Length: 181 ft 7 in (54.4 m)
  • Wingspan: 165 ft 4.5 in (50 m)
  • Height: 58 ft 1 in (17.4 m)
  • Wing area: 3,958 ft² (367.7 m²)
  • Empty weight: 241,027 lb (109,328 kg)
  • Loaded weight: 593,000 lb (269,000 kg)
    Kc-10 refuels 2 f22s jpg

    KC-10 refueling a Raptor

  • Max takeoff weight: 590,000 lb (267,600 kg)
  • Powerplant: 3× F103/General Electric CF6-50C2 turbofans, 52,500 lbf (236 kN) each
  • Maximum fuel capacity: 356,000 lb (160,200 kg) (limited on takeoff by MTOW)

Performance

  • Maximum speed: 538 knots (619 mph, 996 km/h)
  • Range: 3,800 nmi (4,400 mi) with a maximum cargo capacity
  • Ferry range: 11,500 mi (18,507 km)
  • Service ceiling: 42,000 ft (12,727 m)
  • Rate of climb: 6,870 ft/min (34.9 m/s)
All or a portion of this article consists of text from Wikipedia, and is therefore Creative Commons Licensed under GFDL.
The original article can be found at McDonnell Douglas KC-10 and the edit history here.
  1. Cite error: Invalid <ref> tag; no text was provided for refs named USAF_factht
Advertisement