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EspañolKC-135 STRATOTANKER
(Redirected from KC-135)
The 'Boeing KC-135 Stratotanker' is an aerial refueling tanker aircraft. It has been in service with the U.S. Air Force since 1957.
The KC-135 is derived from the original Boeing jet transport "proof of concept" demonstrator, the Boeing 367-80 (commonly called the "Dash-80"). As such, it has a narrower fuselage and is shorter than the Boeing 707 jetliner. Boeing gave the tanker the designation of Model 717.[1]
Developed in the late-1950s this basic airframe is characterized by swept wings and tail, four under wing mounted engine pods, a horizontal stabilizer mounted on the fuselage near the bottom of the vertical stabilizer with positive dihedral on the two horizontal planes and a hi-frequency radio antenna which protrudes forward from the top of the vertical fin or stabilizer. These basic features make it strongly resemble the commercial Boeing 707 and 720 aircraft although, it is actually a different aircraft.
The Strategic Air Command had the KC-135 Stratotankers in service from 1957 through 1991 and with the Air National Guard and Air Force Reserve from 1975 through 1991, when they were re-assigned to the Air Mobility Command. Reconnaissance and command post variants, including EC-135 Looking Glass, Post Attack Command & Control Systems were operated by SAC from 1963 through 1991, when they were re-assigned to the Air Combat Command.
Boeing's 367-80 was the basic design for the commercial Boeing 707 passenger aircraft as well as the 'KC-135A' Stratotanker. In 1954 the USAF's Strategic Air Command ordered the first 29 of its future fleet of 732. The first aircraft flew in August 1956 and the initial production Stratotanker was delivered to Castle Air Force Base, California, in June 1957. The last KC-135 was delivered to the Air Force in 1965.
Four turbofans, mounted under 35-degree swept wings, power the KC-135 to takeoffs at gross weights up to 322,500 pounds (146,300 kg). Nearly all internal fuel can be pumped through the tanker's flying boom, the KC-135's primary fuel transfer method. A special shuttlecock-shaped drogue, attached to and trailing behind the flying boom, may be used to refuel aircraft fitted with probes. A boom operator stationed in the rear of the aircraft controls the boom while lying on his or her stomach. A cargo deck above the refueling system can hold a mixed load of passengers and cargo. Depending on fuel storage configuration, the KC-135 can carry up to 83,000 pounds (37,600 kg) of cargo.
In Southeast Asia, KC-135 Stratotankers made the air war different from all previous aerial conflicts. Midair refueling brought far-flung bombing targets within reach. Combat aircraft, no longer limited by fuel supplies, were able to spend more time in target areas.
Air Mobility Command (AMC) manages more than 546 total aircraft inventory Stratotankers, of which the Air Force Reserve and Air National Guard fly 292 in support of AMC's mission.
_is_refueled_by_Boeing_KC-135A-BN_(SN_55-3127)_061127-F-1234S-009.jpg)
The KC-135Q was the variant modified to carry the JP-7 fuel necessary for the SR-71 Blackbird, segregating the JP-7 from the KC-135's own fuel supply (the body tanks carrying JP-7, and the wing tanks carrying JP-4). When the KC-135Q model received the CFM-56 engines, it was redesignated the KC-135T model, which was capable of separating the main body tanks from the wing tanks where the KC-135 draws its engine fuel.
The KC-135R/T was a receiver-capable tanker, used for pilot training and operational refueling missions. Currently all KC-135R/T models (Receiver capable) are with the 22nd Air Refueling Wing at McConnell AFB, KS. Most of these are used for force extension and Special Operations missions, and are crewed by highly qualified receiver capable crews. If not used for the receiver mission, these aircraft can be flown just like any other KC-135R.
In order to expand the KC-135's capabilities and improve its reliability, the aircraft has undergone a number of upgrades. Among these was the Pacer-CRAG program (CRAG='''C'ompass, 'R'adar and 'G'PS'') which ran from 1999 to 2002 and modified all the aircraft in the inventory to eliminate the Navigator position from the flight crew. The modifications were performed by BAE Systems at the Mojave Airport in California.[2]
All KC-135s were originally equipped with Pratt & Whitney J-57 turbojet engines which produced approximately 13,000 pounds of thrust and, in some conditions, utilized water-injection to boost takeoff power output. In the 1980s the first modification program re-engined 157 Air Force Reserve (AFRES) and Air National Guard (ANG) tankers with the Pratt & Whitney TF-33-PW-102 engines from retired 707 airliners. The re-engined tanker, designated the KC-135E, is 14% more fuel efficient than the KC-135A and can offload 20% more fuel. Only the KC-135E aircraft were equipped with thrust-reversers for takeoff aborts and shorter landing rollouts.
The second modification program re-engined more than 410 with new CFM56 engines produced by CFM-International. The re-engined tanker, designated either the KC-135R or KC-135T, can offload 50% more fuel, is 25% more fuel efficient, costs 25% less to operate and is 96% quieter than the KC-135A.
The KC-135R's operational range is 60% greater than the KC-135E for comparable fuel offloads, providing a wider range of basing options[3].
Upgrading the remaining KC-135E into KC-135R would cost about three billion dollars, about 24 million dollars per aircraft.[3]. According to Air Force data, the KC-135 fleet had a total operation and support cost in fiscal year 2001 of about $2.2 billion. The older E model
aircraft averaged total costs of about $4.6 million per aircraft, while the R models averaged about $3.7 million per aircraft. Those costs include personnel, fuel, maintenance, modifications, and spare parts [5].
This program adds pods to the KC-135's wings. The pods allow refueling for US Navy and NATO aircraft while keeping the tail mounted refueling boom.[1]
Besides its primary role as an inflight aircraft refueler, the KC-135, designated NKC-135, has assisted in several research projects at the NASA Dryden Flight Research Center at Edwards Air Force Base, California. One such project occurred between 1979 and 1980 when special wingtip "winglets", developed by Richard Whitcomb of the Langley Research Center, were tested at Dryden, using a NKC-135A tanker loaned to NASA by the Air Force. Winglets are small, nearly vertical fins installed on an aircraft's wing tips. The results of the research showed that drag was reduced and range could be increased by as much as 7 percent at cruise speeds.[6][7] Winglets are now being incorporated into most new commercial and military transport jets, as well as business aviation jets.
NASA also has operated several KC-135 aircraft (without the tanker equipment installed) as their infamous Vomit Comet zero-gravity simulator aircraft. The longest-serving (1973 to 1995) version was KC-135A 59-1481, named ''Weightless Wonder IV'' registered N930NA.[8]
A number of KC-135A and KC-135B aircraft have been modified to EC-135 configuration for use in several different roles.
As of 2006, the KC-135E fleet is flying an annual average of 350 hours per aircraft and the KC-135R fleet is flying an annual average of 710 hours per aircraft. The KC-135 fleet is currently flying double its planned yearly flying hour program to meet airborne refueling requirements, and has resulted in higher than forecasted usage and sustainment costs.[9]
The Air Force projects that E and R models have lifetime flying hours limits of 36,000 and 39,000 hours, respectively. According to the Air Force, only a few KC-135s would reach these limits before 2040, but at that time some of the aircraft would be about 80 years old. The Air Force estimates that their current fleet of KC-135s have between 12,000 to 14,000 flying hours on them-only 33 percent of the lifetime flying hour limit.[3] Nevertheless these aircraft are over 40 years old and maintenance costs are increasing, with airframe corrosion as the worst problem. The KC-135 is the oldest aircraft the United States Air Force still operates.
Between 1993 and 2003 the amount of KC-135 depot maintenance work has doubled, and the overhaul cost per aircraft tripled.[11] In 1996 it cost $8,400 per flight hour for the KC-135, and in 2002 this had grown to $11,000. The Air Force’s 15-year cost estimates project further significant growth through fiscal year 2017. For example, operations and support costs for the KC-135 fleet are estimated to grow from about $2.2 billion in fiscal year 2003 to $5.1 billion (2003 dollars) in fiscal year 2017, an increase of $2.9 billion, or over 130 percent, which represents an annual growth rate of about 6.2 percent.[12]
It has been decided to replace the KC-135 fleet. However, since there are over 500 KC-135 these planes will be replaced gradually, with the first batch of about 100 aircraft to be replaced in the current buy.
Initially the first batch of replacement planes was to be an air tanker version of the Boeing 767, leased from Boeing. In January 2006, Secretary of Defense Donald Rumsfeld announced the cancellation of the KC-767 lease. This followed public revelations of corruption in how the contract was awarded, as well as controversy regarding the original leasing rather than outright purchase agreement. This is also designed to be a cost-cutting measure and is part of a larger reorganization and redefinition of the Air Force's mission that includes the retirement of the E-4B fleet, the cancellation of the Boeing 767-based E-10 MC2A program, as well as the elimination of all but 58 B-52 Stratofortresses. Secretary of Defense Rumsfeld states that this move will in no way impair the Air Force's ability to deliver the mission of the KC-767, which will be accomplished by continuing upgrades to the KC-135 and KC-10 Extender fleet.
In January 2007, the Air Force formally launched the KC-X program with a request for proposal (RFP). The news release announcing the RFP said "The KC-X program is the first of three acquisition programs the Air Force will need to replace the entire fleet of aging KC-135 Stratotankers". The Boeing KC-767 is the leading candidate for the program, competing with the tanker version of the Airbus 330.
★
★
★
★
★ Italy has been reported in some sources as operating several KC-135s,[13] however these are actually Boeing 707-300s converted to tanker configuration.[14][15]
★ 'KC-135A' - Original production version
★ 'NKC-135A' - Test-configured KC-135A
★ 'KC-135D' - RC-135A modified to partial KC-135A configuration[16]
★ 'KC-135E' - A model modified with Pratt & Whitney TF-33-PW-102 engines from retired 707 airliners
★ 'NKC-135E' - Test-configured KC-135E
★ 'KC-135Q' - A model modified to carry the JP-7 fuel necessary for the SR-71 Blackbird
★ 'KC-135R' - A model modified with CFM-56 engines
★ 'KC-135R/T' - Receiver-capable tanker
★ 'KC-135T' - KC-135Q modified with CFM-56 engines
{{aircraft specifications
|plane or copter?=plane
|jet or prop?=jet
|ref=
|crew=3: pilot, copilot, boom operator. Certain missions or aircraft (non-Pacer CRAG modified) require the addition of a navigator
|capacity=
|payload main=
|payload alt=
|length main=136 ft 3 in
|length alt=41.53 m
|span main=130 ft 10 in
|span alt=39.88 m
|height main=41 ft 8 in
|height alt=12.70 m
|area main=2,433 ft²
|area alt=226 m²
|airfoil=
|empty weight main=98,466 lb
|empty weight alt=44,663 kg
|operating empty main=124,000 lb
|operating empty alt=56,200 kg
|loaded weight main=297,000 lb
|loaded weight alt=135,000 kg
|useful load main=
|useful load alt=
|max takeoff weight main=322,500 lb
|max takeoff weight alt=146,000 kg
|more general=
|engine (jet)=(R/T) CFM International CFM-56 (F108-CF-100) turbofan engines, 21,634 lbf (96 kN) each}
★ 'Powerplant:' 4× (E) Pratt & Whitney TF-33-PW-102 turbofan engines
|type of jet=
|number of jets=4
|thrust main=18,000 lbf
|thrust alt=80 kN
|thrust original=
|afterburning thrust main=
|afterburning thrust alt=
|engine (prop)=
|type of prop=
|number of props=
|power main=
|power alt=
|power original=
|max speed main=580 mph
|max speed alt=933 km/h
|cruise speed main=
|cruise speed alt=
|stall speed main=
|stall speed alt=
|never exceed speed main=
|never exceed speed alt=
|range main=3,450 mi
|range alt=5,550 km
|ceiling main=50,000 ft
|ceiling alt=15,200 m
|climb rate main=4,900 ft/min
|climb rate alt=1,490 m/min
|loading main=
|loading alt=
|thrust/weight=
|power/mass main=
|power/mass alt=
|more performance=
|armament=
|avionics=
}}
★ 'Maximum Fuel Load:' 209,543 lb (95,006 kg) (31,275 US Gallons)
1. "Historical Perspective, Start of a PROUD MISSION", ''Boeing Frontiers'', July 2006.
2. "BAE SYSTEMS delivers final Pacer CRAG KC-135", ''Aerotech News and Review'', 2002-09-20
3.
4.
5.
6. KC-135 Aircraft Photo Gallery Contact Sheet
7. C-135 Variants - Part 2, by Jennings Heilig
8. ''C-135 Variants, Part 6'' by Jennings Heilig
9.
10.
11.
12.
13. ''Boeing wins Italian bid military 767s'', SeattlePi.com; Italy operates 4 KC-135s, 2001-07-10
14. Aeroflight's listing of Italian Air Force aircraft
15. Airframe tracking information from Airlinerlist.com
16. DoD 4120.14L, ''Model Designation of Military Aerospace Vehicles'', May 12, 2004
★ KC-135 page on Boeing.com
★ KC-135 image gallary on Boeing.com
★ Official USAF KC-135 fact sheet
★ Public domain KC-135 photo gallery at official USAF website
★ KC-135 page on awacs-spotter.nl
★ Public domain photo gallery of NASA's KC-135A tanker
★ KC-135 page at globalsecurity.org
★ KC-135 page at fas.org - (not updated since late 1999, but still perhaps useful)
★ C-135 page at aero-web.org - Includes specs for many variants
★ Smart Tankers (Defence Today)
The 'Boeing KC-135 Stratotanker' is an aerial refueling tanker aircraft. It has been in service with the U.S. Air Force since 1957.
Development
The KC-135 is derived from the original Boeing jet transport "proof of concept" demonstrator, the Boeing 367-80 (commonly called the "Dash-80"). As such, it has a narrower fuselage and is shorter than the Boeing 707 jetliner. Boeing gave the tanker the designation of Model 717.[1]
Developed in the late-1950s this basic airframe is characterized by swept wings and tail, four under wing mounted engine pods, a horizontal stabilizer mounted on the fuselage near the bottom of the vertical stabilizer with positive dihedral on the two horizontal planes and a hi-frequency radio antenna which protrudes forward from the top of the vertical fin or stabilizer. These basic features make it strongly resemble the commercial Boeing 707 and 720 aircraft although, it is actually a different aircraft.
The Strategic Air Command had the KC-135 Stratotankers in service from 1957 through 1991 and with the Air National Guard and Air Force Reserve from 1975 through 1991, when they were re-assigned to the Air Mobility Command. Reconnaissance and command post variants, including EC-135 Looking Glass, Post Attack Command & Control Systems were operated by SAC from 1963 through 1991, when they were re-assigned to the Air Combat Command.
Boeing's 367-80 was the basic design for the commercial Boeing 707 passenger aircraft as well as the 'KC-135A' Stratotanker. In 1954 the USAF's Strategic Air Command ordered the first 29 of its future fleet of 732. The first aircraft flew in August 1956 and the initial production Stratotanker was delivered to Castle Air Force Base, California, in June 1957. The last KC-135 was delivered to the Air Force in 1965.
USAF KC-135R Stratotanker
Four turbofans, mounted under 35-degree swept wings, power the KC-135 to takeoffs at gross weights up to 322,500 pounds (146,300 kg). Nearly all internal fuel can be pumped through the tanker's flying boom, the KC-135's primary fuel transfer method. A special shuttlecock-shaped drogue, attached to and trailing behind the flying boom, may be used to refuel aircraft fitted with probes. A boom operator stationed in the rear of the aircraft controls the boom while lying on his or her stomach. A cargo deck above the refueling system can hold a mixed load of passengers and cargo. Depending on fuel storage configuration, the KC-135 can carry up to 83,000 pounds (37,600 kg) of cargo.
In Southeast Asia, KC-135 Stratotankers made the air war different from all previous aerial conflicts. Midair refueling brought far-flung bombing targets within reach. Combat aircraft, no longer limited by fuel supplies, were able to spend more time in target areas.
Air Mobility Command (AMC) manages more than 546 total aircraft inventory Stratotankers, of which the Air Force Reserve and Air National Guard fly 292 in support of AMC's mission.
Modifications
KC-135Rs at twilight on the flightline
Flight deck of KC-135; instrument panel has been modified under the PACERCrag program
_is_refueled_by_Boeing_KC-135A-BN_(SN_55-3127)_061127-F-1234S-009.jpg)
A Cold War-era image of B-52D tanking from a KC-135
KC-135 winglet flight tests at Dryden Flight Research Center.
General upgrades
The KC-135Q was the variant modified to carry the JP-7 fuel necessary for the SR-71 Blackbird, segregating the JP-7 from the KC-135's own fuel supply (the body tanks carrying JP-7, and the wing tanks carrying JP-4). When the KC-135Q model received the CFM-56 engines, it was redesignated the KC-135T model, which was capable of separating the main body tanks from the wing tanks where the KC-135 draws its engine fuel.
The KC-135R/T was a receiver-capable tanker, used for pilot training and operational refueling missions. Currently all KC-135R/T models (Receiver capable) are with the 22nd Air Refueling Wing at McConnell AFB, KS. Most of these are used for force extension and Special Operations missions, and are crewed by highly qualified receiver capable crews. If not used for the receiver mission, these aircraft can be flown just like any other KC-135R.
In order to expand the KC-135's capabilities and improve its reliability, the aircraft has undergone a number of upgrades. Among these was the Pacer-CRAG program (CRAG='''C'ompass, 'R'adar and 'G'PS'') which ran from 1999 to 2002 and modified all the aircraft in the inventory to eliminate the Navigator position from the flight crew. The modifications were performed by BAE Systems at the Mojave Airport in California.[2]
Re-engining
All KC-135s were originally equipped with Pratt & Whitney J-57 turbojet engines which produced approximately 13,000 pounds of thrust and, in some conditions, utilized water-injection to boost takeoff power output. In the 1980s the first modification program re-engined 157 Air Force Reserve (AFRES) and Air National Guard (ANG) tankers with the Pratt & Whitney TF-33-PW-102 engines from retired 707 airliners. The re-engined tanker, designated the KC-135E, is 14% more fuel efficient than the KC-135A and can offload 20% more fuel. Only the KC-135E aircraft were equipped with thrust-reversers for takeoff aborts and shorter landing rollouts.
The second modification program re-engined more than 410 with new CFM56 engines produced by CFM-International. The re-engined tanker, designated either the KC-135R or KC-135T, can offload 50% more fuel, is 25% more fuel efficient, costs 25% less to operate and is 96% quieter than the KC-135A.
The KC-135R's operational range is 60% greater than the KC-135E for comparable fuel offloads, providing a wider range of basing options[3].
Upgrading the remaining KC-135E into KC-135R would cost about three billion dollars, about 24 million dollars per aircraft.[3]. According to Air Force data, the KC-135 fleet had a total operation and support cost in fiscal year 2001 of about $2.2 billion. The older E model
aircraft averaged total costs of about $4.6 million per aircraft, while the R models averaged about $3.7 million per aircraft. Those costs include personnel, fuel, maintenance, modifications, and spare parts [5].
Multi-Point Refueling System program
This program adds pods to the KC-135's wings. The pods allow refueling for US Navy and NATO aircraft while keeping the tail mounted refueling boom.[1]
Research and development
Besides its primary role as an inflight aircraft refueler, the KC-135, designated NKC-135, has assisted in several research projects at the NASA Dryden Flight Research Center at Edwards Air Force Base, California. One such project occurred between 1979 and 1980 when special wingtip "winglets", developed by Richard Whitcomb of the Langley Research Center, were tested at Dryden, using a NKC-135A tanker loaned to NASA by the Air Force. Winglets are small, nearly vertical fins installed on an aircraft's wing tips. The results of the research showed that drag was reduced and range could be increased by as much as 7 percent at cruise speeds.[6][7] Winglets are now being incorporated into most new commercial and military transport jets, as well as business aviation jets.
NASA also has operated several KC-135 aircraft (without the tanker equipment installed) as their infamous Vomit Comet zero-gravity simulator aircraft. The longest-serving (1973 to 1995) version was KC-135A 59-1481, named ''Weightless Wonder IV'' registered N930NA.[8]
Electronic warfare
A number of KC-135A and KC-135B aircraft have been modified to EC-135 configuration for use in several different roles.
Replacing the KC-135
As of 2006, the KC-135E fleet is flying an annual average of 350 hours per aircraft and the KC-135R fleet is flying an annual average of 710 hours per aircraft. The KC-135 fleet is currently flying double its planned yearly flying hour program to meet airborne refueling requirements, and has resulted in higher than forecasted usage and sustainment costs.[9]
The Air Force projects that E and R models have lifetime flying hours limits of 36,000 and 39,000 hours, respectively. According to the Air Force, only a few KC-135s would reach these limits before 2040, but at that time some of the aircraft would be about 80 years old. The Air Force estimates that their current fleet of KC-135s have between 12,000 to 14,000 flying hours on them-only 33 percent of the lifetime flying hour limit.[3] Nevertheless these aircraft are over 40 years old and maintenance costs are increasing, with airframe corrosion as the worst problem. The KC-135 is the oldest aircraft the United States Air Force still operates.
Between 1993 and 2003 the amount of KC-135 depot maintenance work has doubled, and the overhaul cost per aircraft tripled.[11] In 1996 it cost $8,400 per flight hour for the KC-135, and in 2002 this had grown to $11,000. The Air Force’s 15-year cost estimates project further significant growth through fiscal year 2017. For example, operations and support costs for the KC-135 fleet are estimated to grow from about $2.2 billion in fiscal year 2003 to $5.1 billion (2003 dollars) in fiscal year 2017, an increase of $2.9 billion, or over 130 percent, which represents an annual growth rate of about 6.2 percent.[12]
It has been decided to replace the KC-135 fleet. However, since there are over 500 KC-135 these planes will be replaced gradually, with the first batch of about 100 aircraft to be replaced in the current buy.
Initially the first batch of replacement planes was to be an air tanker version of the Boeing 767, leased from Boeing. In January 2006, Secretary of Defense Donald Rumsfeld announced the cancellation of the KC-767 lease. This followed public revelations of corruption in how the contract was awarded, as well as controversy regarding the original leasing rather than outright purchase agreement. This is also designed to be a cost-cutting measure and is part of a larger reorganization and redefinition of the Air Force's mission that includes the retirement of the E-4B fleet, the cancellation of the Boeing 767-based E-10 MC2A program, as well as the elimination of all but 58 B-52 Stratofortresses. Secretary of Defense Rumsfeld states that this move will in no way impair the Air Force's ability to deliver the mission of the KC-767, which will be accomplished by continuing upgrades to the KC-135 and KC-10 Extender fleet.
In January 2007, the Air Force formally launched the KC-X program with a request for proposal (RFP). The news release announcing the RFP said "The KC-X program is the first of three acquisition programs the Air Force will need to replace the entire fleet of aging KC-135 Stratotankers". The Boeing KC-767 is the leading candidate for the program, competing with the tanker version of the Airbus 330.
 An F-15 backs out after refueling from a KC-135. |
 USAF Reserve Command KC-135R tanker taxis for take off |
 Tail of a USAF Reserve Command KC-135R tanker showing refueling boom |
 USAF KC-135R Stratotanker about to make contact with a B-2. |
 |
Operators
★
★
★
★
★ Italy has been reported in some sources as operating several KC-135s,[13] however these are actually Boeing 707-300s converted to tanker configuration.[14][15]
Variant summary
★ 'KC-135A' - Original production version
★ 'NKC-135A' - Test-configured KC-135A
★ 'KC-135D' - RC-135A modified to partial KC-135A configuration[16]
★ 'KC-135E' - A model modified with Pratt & Whitney TF-33-PW-102 engines from retired 707 airliners
★ 'NKC-135E' - Test-configured KC-135E
★ 'KC-135Q' - A model modified to carry the JP-7 fuel necessary for the SR-71 Blackbird
★ 'KC-135R' - A model modified with CFM-56 engines
★ 'KC-135R/T' - Receiver-capable tanker
★ 'KC-135T' - KC-135Q modified with CFM-56 engines
Specifications (KC-135R)
{{aircraft specifications
|plane or copter?=plane
|jet or prop?=jet
|ref=
|crew=3: pilot, copilot, boom operator. Certain missions or aircraft (non-Pacer CRAG modified) require the addition of a navigator
|capacity=
|payload main=
|payload alt=
|length main=136 ft 3 in
|length alt=41.53 m
|span main=130 ft 10 in
|span alt=39.88 m
|height main=41 ft 8 in
|height alt=12.70 m
|area main=2,433 ft²
|area alt=226 m²
|airfoil=
|empty weight main=98,466 lb
|empty weight alt=44,663 kg
|operating empty main=124,000 lb
|operating empty alt=56,200 kg
|loaded weight main=297,000 lb
|loaded weight alt=135,000 kg
|useful load main=
|useful load alt=
|max takeoff weight main=322,500 lb
|max takeoff weight alt=146,000 kg
|more general=
|engine (jet)=(R/T) CFM International CFM-56 (F108-CF-100) turbofan engines, 21,634 lbf (96 kN) each}
★ 'Powerplant:' 4× (E) Pratt & Whitney TF-33-PW-102 turbofan engines
|type of jet=
|number of jets=4
|thrust main=18,000 lbf
|thrust alt=80 kN
|thrust original=
|afterburning thrust main=
|afterburning thrust alt=
|engine (prop)=
|type of prop=
|number of props=
|power main=
|power alt=
|power original=
|max speed main=580 mph
|max speed alt=933 km/h
|cruise speed main=
|cruise speed alt=
|stall speed main=
|stall speed alt=
|never exceed speed main=
|never exceed speed alt=
|range main=3,450 mi
|range alt=5,550 km
|ceiling main=50,000 ft
|ceiling alt=15,200 m
|climb rate main=4,900 ft/min
|climb rate alt=1,490 m/min
|loading main=
|loading alt=
|thrust/weight=
|power/mass main=
|power/mass alt=
|more performance=
|armament=
|avionics=
}}
★ 'Maximum Fuel Load:' 209,543 lb (95,006 kg) (31,275 US Gallons)
References
1. "Historical Perspective, Start of a PROUD MISSION", ''Boeing Frontiers'', July 2006.
2. "BAE SYSTEMS delivers final Pacer CRAG KC-135", ''Aerotech News and Review'', 2002-09-20
3.
4.
5.
6. KC-135 Aircraft Photo Gallery Contact Sheet
7. C-135 Variants - Part 2, by Jennings Heilig
8. ''C-135 Variants, Part 6'' by Jennings Heilig
9.
10.
11.
12.
13. ''Boeing wins Italian bid military 767s'', SeattlePi.com; Italy operates 4 KC-135s, 2001-07-10
14. Aeroflight's listing of Italian Air Force aircraft
15. Airframe tracking information from Airlinerlist.com
16. DoD 4120.14L, ''Model Designation of Military Aerospace Vehicles'', May 12, 2004
Six KC-135 Stratotankers demonstrate the elephant walk formation.
External links
★ KC-135 page on Boeing.com
★ KC-135 image gallary on Boeing.com
★ Official USAF KC-135 fact sheet
★ Public domain KC-135 photo gallery at official USAF website
★ KC-135 page on awacs-spotter.nl
★ Public domain photo gallery of NASA's KC-135A tanker
★ KC-135 page at globalsecurity.org
★ KC-135 page at fas.org - (not updated since late 1999, but still perhaps useful)
★ C-135 page at aero-web.org - Includes specs for many variants
★ Smart Tankers (Defence Today)
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psst.. try this: add to faves
