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135f To C
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Index Of /hjg/aircraft2/boeing/kc 135
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} ==}== {{Aircraft image in infobox |description=574 (93-CP) |aircraft=Boeing C-135FR Stratotanker |aircraft= |aircraft=France – Air Force |aircraftact= |imagetype=Photo |imageloc=RHE Reims [Champagne], France |image…The Boeing KC-135 Stratotanker is an American military aerial tanker developed from the original Boeing 367-80 along with the Boeing 707 transport aircraft. It is the dominant variant of the C- 135 Family of transports of Stratolifter aircraft. The KC-135 was the US Air Force’s first jet powered tanker and replaced the KC-97 Stratofreighter. The KC-135 was originally tasked with refueling strategic bombers, but in the Vietnam War and later in conflicts such as Operation Desert Storm, it was used to extend the range and endurance of US tactical fighters and bombers.
The KC-135 was in service with the United States Air Force (USAF) in 1957. It is one of only nine military fixed-wing aircraft with more than 60 years of continuous service.
Boeing C 135f Stratotanker (717 165)
With its original operator. The KC-135 is complemented by a larger McDonnell Douglas KC-10 Extder. Studies have concluded that many aircraft could fly by 2030, although maintenance costs have increased significantly. The KC-135 is to be partially replaced by the Boeing KC-46 Pegasus.
Since 1950, the Air Force has operated the world’s first mass-produced air tanker, the Boeing KC-97 Stratofreighter, a gasoline-engined Boeing Stratocruiser (USAF designation C-97 Stratofreighter) with a Boeing-developed flying boom and additional kerosene (jet fuel ). ). ) tanks that feed the arm. The Stratocruiser transport aircraft itself was developed from the B-29 bomber after World War II. In the KC-97, a gasoline/kerosene mixed fuel system was clearly not desirable, and it was obvious that the next development would be a jet refueling aircraft that would have one type of fuel for its own globe engines and for transition to the receiver. aircraft. The 230 mph (370 km/h) cruise speed of the slower, piston-powered KC-97 was also a serious problem, as its use as an aerial tanker forced the newer military jet aircraft to slow down to engage the tanker. antenna.
Like its sibling, the Boeing 707 commercial airliner, the KC-135 was derived from the Boeing 367-80 “proof of concept” demonstrator, commonly called the “Dash-80”. The KC-135 is similar in appearance to the 707, but has a narrower fuselage and is shorter than the 707. The KC-135 predates the 707 and is structurally quite different from a civilian aircraft. Boeing gave the future KC-135 tanker the initial designation Model 717.
KC-135A refueling B-52D during the Cold War. Both types of aircraft were operated by the Strategic Air Command.
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In 1954, the USAF’s Strategic Air Command (SAC) held a competition for a jet aerial refueling tanker. In 1955, a tanker version of Lockheed’s proposed L-193 transport aircraft with engines mounted in Lockheed’s rear fuselage was announced as the winner.
Since the Boeing design was already flying, the KC-135 could be delivered two years earlier, and Secretary of the Air Force Harold E. Talbot ordered 250 KC-135 tankers until the Lockheed design was produced. In d, Lockheed’s tanker orders were canceled in lieu of supporting two tanker designs. Lockheed never produced its jet, while Boeing would eventually dominate the market with a family of aircraft based on the 707.
In 1954, the Air Force placed its first order for 29 KC-135As, the first of 820 units of all variants of the basic C-135 family. The first aircraft flew in August 1956 and the first 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.
On November 11, 1957, Air Force Chief of Staff Geral Curtis LeMay tested the first KC-135 on a long-haul flight from Westover Air Force Base, Massachusetts to Buenos Aires, Argentina.
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The basic airframe, developed in the early 1950s, features a 35-degree tail and four lower wings, a horizontal stabilizer mounted on the fuselage near the bottom of the vertical stabilizer with a positive dihedral in two horizontal planes. and a high frequency radio antenna projecting forward from the top of the vertical fin or stabilizer. Because of these key features, it bears a strong resemblance to the Boeing 707 and 720 commercial airliners, although it is actually a different aircraft.
Reconnaissance and command variants of the aircraft, including the RC-135 Rivet Joint and EC-135 Looking Glass, were used by SAC from 1963 until 1992, when they were assigned to the Air Combat Command (ACC). The USAF EC-135 Looking Glass was subsequently replaced in its role by the US Navy E-6 Mercury, a new airframe based on the Boeing 707-320B.
All KC-135s were initially equipped with Pratt & Whitney J57-P-59W jet engines that produced 10,000 lbf (44 kN) dry thrust and approximately 13,000 lbf (58 kN) wet. Wet thrust is achieved using water injection during takeoff, as opposed to the “wet thrust” used to describe an afterburner genie. Within three minutes, 670 US gallons (2,500 L) of water are injected into the jeans. Water is injected into the inlet and diffuser housing in front of the combustion chamber. The water cools the air in the denim to increase its density. It also reduces turbine gas temperature, a major limitation of many jet engines. This allows more fuel to be used for proper combustion and creates more thrust for short periods of time, similar to the concept of “War Contingency Power” in an aircraft with piston engines.
Front view of several KC-135R aircraft that have been taxied before takeoff. The new engines are CFM56-2 high flow turbofans.
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In the 1980s, the first modification program retrofitted 157 Air Force Reserve (AFRES) and Air National Guard (ANG) tankers with Pratt & Whitney TF33-PW-102 turbofan engines from the 707 retired in the late 1970s and in the early 1980s. The modified tanker, designated the KC-135E, was 14% more fuel efficient than the KC-135A and could carry 20% more fuel on long-range flights. Only KC-135E aircraft were equipped with thrust reversers for aborted takeoffs and shorter landing turns. The KC-135E fleet has since either been converted to the Model R configuration or placed in long-term storage (“XJ”) as Congress prevented the Air Force from officially retiring them. The final KC-135E, tail number 56-3630, was delivered from the 101st Airlift Wing to the 309th Airlift Maintenance and Regeneration Group (AMARG) at Davis-Monthan Air Force Base in September 2009.
The second modification program retrofits 500 aircraft with new CFM International CFM56 (military designation: F108) high-bypass turbochargers manufactured by Geral Electric and Safran. The Gine CFM56 produces approximately 22,500 lbf (100 kN) of thrust, a nearly 100% increase over the original J57 gine. A modified tanker designated KC-135R (modified KC-135A or E) or KC-135T (modified KC-135Q) can offload up to 50% more fuel (in a long-duration raid), it is 25% more fuel. efficiency and costs 25% less to run than previous jeans. It is also significantly quieter than the KC-135A, with the take-off noise level reduced from 126 to 99 decibels.
The operating range of the KC-135R is 60% greater than the KC-135E for comparable fuel loading, providing a wider range of base options.
Upgrading the remaining KC-135Es to KC-135Rs is no longer an option. This would cost about US$3 billion, US$24 million per aircraft.
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According to Air Force figures, the KC-135 fleet had total operating and support costs of about $2.2 billion in fiscal year 2001. An older model of the E
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