How Many Feet Is 135 In

How Many Feet Is 135 In – The Boeing KC-135 Stratotanker is an American military aerial refueling aircraft developed from the Boeing 367-80 prototype, along with the Boeing 707. It is the primary variant of the C-class transport aircraft. 135 Stratolifter. The KC-135 was the United States Air Force’s first jet refueling aircraft and replaced the KC-97 Stratofreighter. The KC-135 was originally intended to refuel strategic bombers, but it was widely used during the Vietnam War and later conflicts such as Operation Desert Storm to extend its range. performance and durability of American fighters and bombers.

KC-135 entered service with the United States Air Force (USAF) in 1957; it is one of nine military fixed-wing aircraft with over 60 years of continuous service

How Many Feet Is 135 In

How Many Feet Is 135 In

With its original operator. The KC-135 was supplemented by the larger McDonnell Douglas KC-10 Extder. Studies have concluded that many aircraft can fly until 2030, although maintenance costs have increased greatly. The KC-135 was partially replaced by the Boeing KC-46 Pegasus.

A U.s. Air Force Kc 135 Stratotanker Refuels A B 52 Stratofortress During A Bomber Task Force Mission Over The U.s. Central Command Area Of Responsibility Jan. 17, 2021. The Bomber Deployment Underscores The

Like its sibling, the Boeing 707 commercial jet, the KC-135 is derived from the “proof-of-concept” Boeing 367-80 transporter, more commonly known as the “Dash-80”. . The KC-135 is similar in appearance to the 707, but has a narrower and shorter fuselage than the 707. The KC-135 predates the 707, and is structurally very different from the civil aircraft. Boeing has ordered the future KC-135 refueling aircraft with the initial designation Model 717.

A KC-135A refueling a B-52D during the Cold War. Both aircraft are operated by Strategic Air Command.

In 1954, the United States Strategic Air Command (SAC) held a competition to find jet-powered refueling aircraft. Lockheed’s proposed version of the Lockheed L-193 tanker with a rear-mounted engine was declared the winner in 1955.

Since Boeing’s proposal was flown, the KC-135 could be delivered two years earlier, and Air Force Secretary Harold E. Talbott ordered 250 KC-135 refueling aircraft until the Lockheed design could be delivered. manufacturing. In part d, orders for Lockheed tankers were reduced instead of supporting two tanker designs. Lockheed never built its own jets, while Boeing would eventually dominate the market with a line of planes based on the 707.

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In 1954, the Air Force placed an initial order for 29 KC-135As, the first of 820 possible of all variants of the basic C-135 family. The first aircraft flew in August 1956 and the original 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 Deputy Chief of Staff Geral Curtis LeMay tested the first KC-135 during a long-haul flight from Westover Air Force Base, Massachusetts to Buenos Aires, Argentina.

Developed in the early 1950s, the basic airframe was characterized by 35-degree swept wings and tail, four gin pods mounted under the wings, and a horizontal stabilizer mounted on the fuselage near the bottom of the stabilizer. vertical with a positive dihedral in two horizontal directions. plane. and a high-frequency radio antenna protruding forward from the tip of the vertical fin or stabilizer. These basic characteristics make it very similar to the Boeing 707 and 720 commercial airliners, although it is actually a different type of aircraft.

How Many Feet Is 135 In

Reconnaissance and command center variants of the aircraft, including the RC-135 Rivet Joint and the EC-135 Vision Vision aircraft were operated by the SAC from 1963 to 1992, when they were transferred to the Ministry of Directives. Air Combat Command (ACC). The USAF mirror EC-135 was later replaced in its role by the United States. Navy E-6 Mercury aircraft, new airframe based on Boeing 707-320B.

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All KC-135 aircraft were initially powered by Pratt & Whitney J57-P-59W turbofan engines, which produced 10,000 lbf (44 kN) of thrust when dry and about 13,000 lbf (58 kN) of thrust when wet. Wet thrust is achieved through the use of water injection on take-off, as opposed to “wet thrust” used to describe an afterburner. 670 US gallons (2,500 L) of water were pumped into the gins in three minutes. Water is pumped into the inlet and diffuser before the burner box. Water cools the air in the gine to increase its density; it also lowers the turbine gas temperature, which is a major limitation on many jet engines. This allows more fuel to be used for proper combustion and more thrust for short periods of time, similar to the “Power to Rise in War” concept on piston-engined aircraft.

The nose image of some KC-135R aircraft being re-engined before take-off. The new engines are high rpm CFM56-2 turbofans.

In the 1980s, the first modification program retrofitted 157 Air Force Reserve (AFRES) and National Defense (ANG) refueling aircraft with Pratt & turbofan engines. The Whitney TF33-PW-102 of 707 aircraft were retired in the late 1970s and early 1980s. The modified refueling aircraft, designated the KC-135E, was 14% more fuel efficient than the KC. -135A and can emit 20% more fuel during long-haul flights. Only KC-135E aircraft are equipped with thrust reversers to abort take-off and shorter landings. The last KC-135E squadron was either refurbished to an R-model configuration or placed into permanent storage (“XJ”), as Congress prevented the Air Force from officially retiring. The final KC-135E, tail number 56-3630, was delivered by the 101st Airborne Refueling Wing to the 309th Aerospace Maintenance and Reconstruction Group (AMARG) at Davis-Monthan Air Force Base in October. September 2009.

The second modification program retrofitted 500 CFM International CFM56 (military name: F108) high-return turboprop aircraft manufactured by Geral Electric and Safran. The CFM56 engine produces about 22,500 lbf (100 kN) of thrust, a nearly 100% increase over the original J57 engine. Modified tankers, designated KC-135R (modified KC-135A or E) or KC-135T (modified KC-135Q), can discharge up to 50% more fuel ( on long sorties), fuel savings of more than 25%. and 25% less running costs than previous gins. It is also significantly quieter than the KC-135A, with take-off noise reduced from 126 to 99 decibels.

Kc 135 Stratotanker > Air Force > Fact Sheet Display

The operating range of the KC-135R is 60% greater than that of the KC-135E in terms of equivalent fuel discharge, providing more base options.

Upgrading the remaining KC-135Es to KC-135Rs is no longer being considered; that would cost about $3 billion, $24 million per plane.

According to Air Force data, the KC-135 squadron had a total operating and support cost in fiscal year 2001 of approximately $2.2 billion. Older Model E planes have an average total cost of about $4.6 million per aircraft, while R models average around $3.7 million per aircraft. Those costs include personnel, fuel, maintenance, modifications, and spare parts.

How Many Feet Is 135 In

To expand the capabilities of the KC-135 and improve its reliability, the aircraft underwent several avionics upgrades. Among these was the Pacer-CRAG (compass, radar and GPS) program that ran from 1999 to 2002 and modified all aircraft in stock to eliminate the Crew Navigator position. The fuel management system has also been replaced. Software development was performed by Rockwell Collins in Iowa

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Block 40.6 allows KC-135 to observe global air traffic management. The block’s latest upgrade to KC-135, the Block 45 program, is online with the first 45 upgraded aircraft delivered in January 2017. Block 45 adds a digital cockpit display new glasses, radio altimeter, digital autopilot, digital flight director and computer upgrades. . The original, no longer available for purchase, the same instruments, including all gynecomastia, have been replaced.

Rockwell Collins has once again provided key avionics modules and revision work is underway at Tinker AFB.

The KC-135Q variant was modified to carry the JP-7 fuel needed for the Lockheed SR-71 Blackbird by decoupling the JP-7 from the KC-135’s own fuel supply (JP-7 fuselage and fuselage). wing carrying JP .-4 or JP-8). Tankers also have special fuel systems to move different fuels between different tanks.

When the KC-135Q model received the CFM56 engine, it was renamed the KC-135T model, which was capable of separating the main fuselage tank from the wing tank where the KC-135 sucked the engine fuel. The only external difference between the KC-135R and the KC-135T is the pressure of a clear window on the underside of the base of the KC-135T, where the remote control spotlight is mounted. It also has two ground refueling ports, located on each rear wheel well so ground crews can refuel both the fuselage and wing tanks separately.

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The eight KC-135Rs are receiver-capable tankers, commonly referred to as the KC-135R (RT). All eight aircraft belonged to the 22d Aerial Refueling Wing at McConnell AFB, Kansas, in 1994.

They are primarily used for fortress and Special Operations missions, and are manned by teams of highly qualified receivers. When not used for receiver duty, these planes can fly just like any other KC-135R.

Modifications to the Multipoint Refueling System (MPRS) add a refueling unit to the wings of the KC-135. These pods allow refueling of the US Navy, US Marines, and most NATO tactical jets while retaining the tail-mounted fuel tank. The types themselves are the MK.32B Refueling and Refueling Model Flight pods and refueling using the probe and dope method common to Navy/Mare Corps tactical jets, not not the main “boom plane”

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