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134-646: The McDonnell Douglas KC-10 Extender is an American tanker and cargo aircraft that was operated by the United States Air Force (USAF) from 1981 to 2024. A military version of the three-engine DC-10 airliner, the KC-10 was developed from the Advanced Tanker Cargo Aircraft Program . It incorporates military-specific equipment for its primary roles of aerial refueling and transport. It was developed to supplement

268-436: A McDonnell Douglas MD-11 F $ 9M in 1994, a B767 -300ERF $ 13M in 2007, a Boeing 747-400 PSF $ 22M in 2006, an A330 -300 P2F was estimated at $ 20M in 2016 and a Boeing 777 -200ER BCF at $ 40M in 2017. By avoiding the main deck door installation and relying on lighter elevators between decks, LCF Conversions wants to convert A330/ A340s or B777s for $ 6.5M to $ 7.5M. In the mid-2000s, passenger 747-400s cost $ 30–50 million before

402-399: A V-tail configuration, are used to move the boom by creating aerodynamic forces. They are actuated hydraulically and controlled by the boom operator using a control stick. The boom operator also telescopes the boom to make the connection with the receiver's receptacle. To complete an aerial refueling, the tanker and receiver aircraft rendezvous, flying in formation. The receiver moves to

536-520: A carrier air wing ) to extend the range of its strike aircraft. In other cases, using the buddy store method allows a carrier -based aircraft to take-off with a heavier than usual load less fuel than might be necessary for its tasking. The aircraft would then topped-up with fuel from an HDU-equipped "buddy" tanker, a method previously used by the Royal Navy in operating its Supermarine Scimitar , de Havilland Sea Vixen , and Blackburn Buccaneers ; in

670-633: A dorsal spine fuselage. Interconnecting 1.5–15.2-metre-long (5–50 ft) long aluminum containers carry the flight loads, aiming to lower overseas airfreight costs by 60%, and plan to convert C-130 H with the help of Wagner Aeronautical of San Diego, experienced in passenger-to-cargo conversions. Beijing-based Beihang UAS Technology developed its BZK-005 high-altitude, long-range UAV for cargo transport, capable of carrying 1.2 t (2,600 lb) over 1,200 km (650 nmi) at 5,000 m (16,000 ft). Garuda Indonesia will test three of them initially from September 2019, before operations in

804-584: A $ 25 million conversion, a Boeing 757 had to cost $ 15 million before conversion, falling to below $ 10 million by 2018, and $ 5 million for a 737 Classic , falling to $ 2–3 million for a Boeing 737-400 by 2018. Derivative freighters have most of their development costs already amortized, and lead time before production is shorter than all new aircraft. Converted cargo aircraft use older technology; their direct operating costs are higher than what might be achieved with current technology. Since they have not been designed specifically for air cargo, loading and unloading

938-432: A 1,200 billion ATKs in 2035. The Cargo Facts Consulting firm forecasts that the global freighter fleet will rise from 1,782 to 2,920 cargo aircraft from 2019 to 2039. Aircraft were put to use carrying cargo in the form of air mail as early as 1911. Although the earliest aircraft were not designed primarily as cargo carriers, by the mid-1920s aircraft manufacturers were designing and building dedicated cargo aircraft. In

1072-455: A Hose Drum Unit (HDU). When not in use, the hose/drogue is reeled completely into the HDU. The receiver has a probe , which is a rigid, protruding or pivoted retractable arm placed on the aircraft's nose or fuselage to make the connection. Most modern versions of the probe are usually designed to be retractable, and are retracted when not in use, particularly on high-speed aircraft. At the end of

1206-587: A Return-To-Launch-Site abort capability if necessary. At its most efficient altitude and speed, the Blackbird was capable of flying for many hours without refueling. The SR-71 used a special fuel, JP-7 , with a very high flash point to withstand the extreme skin temperatures generated during Mach 3+ cruise flight. While JP-7 could be used by other aircraft, its burn characteristics posed problems in certain situations (such as high-altitude, emergency engine starts) that made it less than optimal for aircraft other than

1340-540: A boom system followed quickly in the autumn of 1948. The first use of aerial refueling in combat took place during the Korean War, involving F-84 fighter-bombers flying missions from Japanese airfields, due to Chinese-North Korean forces overrunning many of the bases for jet aircraft in South Korea, refueling from converted B-29s using the drogue-and-probe in-flight refueling system with the probe located in one of

1474-580: A feat made possible by four aerial refuelings from four pairs of KB-29M tankers of the 43d ARS. Before the mission, crews of the 43rd had experienced only a single operational air refueling contact. The flight started and ended at Carswell Air Force Base in Fort Worth, Texas with the refuelings accomplished over the Azores , Saudi Arabia , the Pacific Ocean near Guam , and between Hawaii and

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1608-456: A fixed partition wall between the cargo and passenger, the cost could be limited at $ 96 million. To make up for the cost increase McDonnell Douglas hired Dutch companies to do part of the work. The conversion of the aircraft was performed by KLM and was done from October 1994 to September 1995 for the first aircraft and from February to December 1995 for the second. This was much longer than planned, mostly because McDonnell Douglas delivered

1742-403: A flexible hose that trails from the tanker aircraft. The drogue (or para-drogue ), sometimes called a basket , is a fitting resembling a shuttlecock , attached at its narrow end (like the "cork" nose of a shuttlecock) with a valve to a flexible hose. The drogue stabilizes the hose in flight and provides a funnel to aid insertion of the receiver aircraft probe into the hose. The hose connects to

1876-404: A four-aircraft strike package. USAF KC-135 and French Air Force KC-135FR refueling-boom equipped tankers can be field-converted to a probe-and-drogue system using a special adapter unit. In this configuration, the tanker retains its articulated boom, but has a hose/drogue at the end of it instead of the usual nozzle. The tanker boom operator holds the boom still while the receiver aircraft flies

2010-687: A fraction of their maximum payload on direct flights from the continental United States to Israel . To address this shortfall in mobility, in 1975, under the Advanced Tanker Cargo Aircraft Program , four aircraft were evaluated—the Lockheed C-5 , the Boeing 747 , the McDonnell Douglas DC-10, and the Lockheed L-1011 . The only serious contenders were Boeing and McDonnell Douglas . In December 1977, McDonnell Douglas's DC-10

2144-493: A hose-and-drogue system, dubbed UPAZ, and thus later Russian aircraft may be equipped with probe and drogue. The Chinese PLAF has a fleet of Xian H-6 bombers modified for aerial refueling, and plans to add Russian Ilyushin Il-78 aerial refueling tankers. Tankers can be equipped with multipoint hose-and-drogue systems, allowing them to refuel two (or more) aircraft simultaneously, reducing time spent refueling by as much as 75% for

2278-563: A large cargo aircraft with a range of at least 4,500 km and the capability to refuel F-16s. In 1992, two DC-10-30CFs were acquired from Martinair in a buy/ leaseback contract. When one of the two aircraft was lost in the Martinair Flight 495 crash, a third aircraft was bought from Martinair. The conversion was handled via the United States foreign military sales program, which contracted McDonnell Douglas. Costs for

2412-636: A maximum fuel offload rate of 470 gallons (1,786 liters) per minute. Unlike the KC-135, the KC-10's hose-and-drogue system allows refueling of Navy , Marine Corps , and most allied aircraft, all in one mission. The final twenty KC-10s produced included wing-mounted pods for added refueling locations. The KC-10 can carry a complement of 75 personnel with 146,000 lb (66,225 kg) of cargo, or 170,000 lb (77,110 kg) in an all-cargo configuration. With that, it can transport those weights for an unrefueled range of 4,400 miles (7,040 km). The KC-10 has

2546-443: A military aircraft would have to be rejected, because they are not suitable for a civil freighter. Moreover, each airplane would have to carry some weight which it would not carry if it were independently designed. This additional weight lessens the payload and the profitability of the commercial version. This could either be compensated by a transfer payment at acquisition, or an operating penalty compensation payment. Most important, it

2680-416: A much smaller position-keeping tolerance, staying properly connected to a KC-135 adapter unit is considerably more difficult than staying in a traditional hose/drogue configuration. When fueling is complete, the receiver carefully backs off until the probe refueling valve disconnects from the valve in the basket. Off center disengagements, like engagements, can cause the drogue to "prang" the probe and/or strike

2814-444: A new jet endurance record. FRL still exists as part of Cobham plc . Modern specialized tanker aircraft have equipment specially designed for the task of offloading fuel to the receiver aircraft, based on drogue and probe, even at the higher speeds modern jet aircraft typically need to remain airborne. In January 1948, General Carl Spaatz, then the first Chief of Staff of the new United States Air Force , made aerial refueling

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2948-444: A personnel stairway centered between the vehicle trackway ramps, that raised the rear of the aircraft into the air and allowed easy loading. A similar rear loading ramp even appeared in a somewhat different form on the nosewheel gear -equipped, late WW II era American Budd RB-1 Conestoga twin-engined cargo aircraft. Postwar Europe also served to play a major role in the development of the modern air cargo and air freight industry. It

3082-484: A pioneer of long-distance aviation. During the 1920s, he made long-distance flights to places as far afield as Africa and Australia and he began experimenting with the possibilities of in-flight refueling to extend the range of flight. Cobham was one of the founding directors of Airspeed Limited , an aircraft manufacturing company that went on to produce a specially-adapted Airspeed Courier that Cobham used for his early experiments with in-flight refueling. This craft

3216-407: A position behind the tanker, within safe limits of travel for the boom, aided by director lights or directions radioed by the boom operator. Once in position, the operator extends the boom to make contact with the receiver aircraft. Once in contact, fuel is pumped through the boom into the receiver aircraft. While in contact, the receiver pilot must continue to fly within the "air refueling envelope",

3350-576: A profit if they had such an aircraft. To help resolve this disagreement, the National Aeronautics and Space Administration (NASA) selected two contractors, Douglas Aircraft Co. and Lockheed-Georgia Co., to independently evaluate the possibility of producing such a freighter by 1990. This was done as part of the Cargo/Logistics Airlift Systems Study (CLASS). At comparable payloads, dedicated cargo aircraft

3484-574: A side cargo door for loading and unloading cargo. Handling equipment is required to raise and lower loads to the cargo opening. It can carry cargo and serve as a tanker on overseas missions. A need for new transport aircraft for the Royal Netherlands Air Force ( Koninklijke Luchtmacht ) was first identified in 1984. The 1991 Gulf War highlighted the deficiencies in mobility of European forces. In 1991 four categories of transport requirements were established. Category A required

3618-584: A similar dropped line from the receiver, allowing the refueling to commence. In 1935, Cobham sold off the airline Cobham Air Routes Ltd to Olley Air Service and turned to the development of inflight refueling, founding the company Flight Refuelling Ltd . Atcherly's system was bought up by Cobham's company, and with some refinement and continuous improvement through the late '30s, it became the first practical refueling system. Sir Alan Cobham 's grappled-line looped-hose air-to-air refueling system borrowed from techniques patented by David Nicolson and John Lord, and

3752-417: A single mission, without landing to install an adapter. Other tankers are equipped with hose-and-drogue attachments that do not interfere with the operation of the centerline boom: many KC-135s are equipped with dual under-wing attachments known as Multi-point Refueling System (MPRSs), while some KC-10s and A330 MRTTs have similar under-wing refueling pods (referred to as Wing Air Refueling Pods or WARPs on

3886-479: A single scheduled rendezvous. Since then, the KC-10 had participated in other smaller conflicts. In March 1999, NATO launched Operation Allied Force against the government of Yugoslavia . The mobility portion of the operation began in February and was heavily dependent on tankers. By early May 1999, some 150 KC-10s and KC-135s deployed to Europe where they refueled bombers, fighters and support aircraft engaged in

4020-509: A small number of FRL looped-hose units and fitted a number of B-29s as tankers to refuel specially equipped B-29s and later B-50s. The USAF made only one major change in the system used by the RAF. The USAF version had auto-coupling of the refueling nozzle, where the leader line with the refueling hose is pulled to the receiver aircraft and a refueling receptacle on the belly of the aircraft, allowing high-altitude air-to-air refueling and doing away with

4154-575: A squadron of Javelin air defense aircraft was refueled in stages from the UK to India and back (exercise "Shiksha"). After the retirement of the Valiant in 1965, the Handley Page Victor took over the UK refueling role and had three hoses (HDUs). These were a fuselage-mounted HDU and a refueling pod on each wing. The center hose could refuel any probe-equipped aircraft, the wing pods could refuel

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4288-600: A top priority of the service. In March 1948, the USAF purchased two sets of FRL's looped-hose in-flight refueling equipment, which had been in practical use with British Overseas Airways Corporation (BOAC) since 1946, and manufacturing rights to the system. FRL also provided a year of technical assistance. The sets were immediately installed in two Boeing B-29 Superfortresses , with plans to equip 80 B-29s. Flight testing began in May 1948 at Wright-Patterson Air Force Base , Ohio , and

4422-511: A wide/tall fuselage cross-section, a high-wing to allow the cargo area to sit near the ground, numerous wheels to allow it to land at unprepared locations, and a high-mounted tail to allow cargo to be driven directly into and off the aircraft. By 2015, dedicated freighters represent 43% of the 700 billion ATK (available tonne-kilometer) capacity, while 57% is carried in airliner's cargo holds . Also in 2015, Boeing forecast belly freight to rise to 63% while specialised cargoes would represent 37% of

4556-756: Is during the Berlin Airlift at the height of the Cold War , when a massive mobilization of aircraft was undertaken by the West to supply West Berlin with food and supplies, in a virtual around the clock air bridge , after the Soviet Union closed and blockaded Berlin's land links to the west. To rapidly supply the needed numbers of aircraft, many older types, especially the Douglas C-47 Skytrain , were pressed into service. In operation it

4690-439: Is not clear that there will be an adequate market for the civil version or that it will be cost competitive with derivatives of passenger aircraft. Rapid delivery demand and e-commerce growth stimulate UAV freighters development for 2020: Carpinteria, California -startup Dorsal Aircraft wants to make light standard ISO containers part of its unpiloted freighter structure where the wing, engines and tail are attached to

4824-472: Is not compatible with flying boom equipment, creating a problem for military planners where mixed forces are involved. Incompatibility can also complicate the procurement of new systems. The Royal Canadian Air Force currently wish to purchase the F-35A , which can only refuel via the flying boom, but only possess probe-and-drogue refuelers . The potential cost of converting F-35As to probe-and-drogue refueling (as

4958-481: Is not optimized; the aircraft may be pressurized more than necessary, and there may be unnecessary apparatus for passenger safety. A dedicated commercial air freighter is an airplane which has been designed from the beginning as a freighter, with no restrictions caused by either passenger or military requirements. Over the years, there has been a dispute concerning the cost effectiveness of such an airplane, with some cargo carriers stating that they could consistently earn

5092-447: Is relatively light (typically soft canvas webbing) and subject to aerodynamic forces, it can be pushed around by the bow wave of approaching aircraft, exacerbating engagement even in smooth air. After initial contact, the hose and drogue is pushed forward by the receiver a certain distance (typically, a few feet), and the hose is reeled slowly back onto its drum in the HDU. This opens the tanker's main refueling valve allowing fuel to flow to

5226-413: Is simpler to adapt to existing aircraft and the flying boom , which offers faster fuel transfer, but requires a dedicated boom operator station. The procedure allows the receiving aircraft to remain airborne longer, extending its range or loiter time. A series of air refuelings can give range limited only by crew fatigue /physical needs and engineering factors such as engine oil consumption. Because

5360-479: Is used on US Navy & Marine Corps F-35Bs and F-35Cs ) added to the early-2010s political controversy which surrounded F-35 procurement within the RCAF. These concerns can be addressed by drogue adapters (see section "Boom drogue adapter units" above) that allow drogue aircraft to refuel from boom-equipped aircraft, and by refuelers that are equipped with both drogue and boom units and can thus refuel both types in

5494-608: The Arado Ar 232 was the first purpose-built cargo aircraft. The Ar 232 was intended to supplant the earlier Junkers Ju 52 freighter conversions, but only a few were built. Most other forces used freighter versions of airliners in the cargo role as well, most notably the C-47 Skytrain version of the Douglas DC-3 , which served with practically every Allied nation. One important innovation for future cargo aircraft design

McDonnell Douglas KC-10 Extender - Misplaced Pages Continue

5628-709: The Aéro-Club de France and the 34th Aviation Regiment of the French Air Force were able to demonstrate passing fuel between machines at the annual aviation fete at Vincennes in 1928. The UK's Royal Aircraft Establishment was also running mid-air refueling trials, with the aim to use this technique to extend the range of the long-distance flying boats that serviced the British Empire . By 1931 they had demonstrated refueling between two Vickers Virginias , with fuel flow controlled by an automatic valve on

5762-715: The Boeing 737 -300/400/800, McDonnell Douglas MD-80 and Bombardier CRJ200 . Israel Aerospace Industries ’ Bedek Aviation converts the 737-300/400/700/800 in about 90 days, 767-200 /300s in about four months and 747-400s in five months, and is looking at the Boeing 777 , Airbus A330 and A321 . Voyageur Aviation located in North Bay, Ontario converts the DHC-8-100 into the DHC-8-100 Package Freighter Conversion. An A300B4 -200F conversion cost $ 5M in 1996, an A300 -600F $ 8M in 2001,

5896-701: The KC-135 Stratotanker following experiences in Southeast Asia and the Middle East . The KC-10 was the second McDonnell Douglas transport aircraft to be selected by the Air Force following the C-9 . A total of 60 KC-10s were produced for the USAF. The Royal Netherlands Air Force operated two similar tankers designated KDC-10 that were converted from DC-10s. The KC-10 played a key role in

6030-681: The RAF 's Iraq Command who flew nearly 500 Sikh troops from Kingarban to Kirkuk in the first ever strategic airlift of troops. Vickers Victorias played an important part in the Kabul Airlift of November 1928 – February 1929, when they evacuated diplomatic staff and their dependents together with members of the Afghan royal family endangered by a civil war . The Victorias also helped to pioneer air routes for Imperial Airways ' Handley Page HP.42 airliners. The World War II German design,

6164-618: The Short Empire flying boat Cambria from an Armstrong Whitworth AW.23 . Handley Page Harrows were used in the 1939 trials to perform aerial refueling of the Empire flying boats for regular transatlantic crossings. From 5 August to 1 October 1939, sixteen crossings of the Atlantic were made by Empire flying boats, with fifteen crossings using FRL's aerial refueling system. After the sixteen crossings further trials were suspended due to

6298-590: The UK during the early 1920s, the need was recognized for a freighter aircraft to transport troops and material quickly to pacify tribal revolts in the newly occupied territories of the Middle East . The Vickers Vernon , a development of the Vickers Vimy Commercial , entered service with the Royal Air Force as the first dedicated troop transport in 1921. In February 1923 this was put to use by

6432-561: The Vietnam War , doubts began to form regarding the Boeing KC-135 Stratotanker fleet's ability to meet the needs of the United States' global commitments. The aerial refueling fleet was deployed to Southeast Asia to support tactical aircraft and strategic bombers, while maintaining the U.S.-based support of the nuclear-bomber fleet. Consequently, the Air Force sought an aerial tanker with greater capabilities than

6566-476: The West Coast . Cobham's company FRL soon realized that their looped-hose system left much to be desired and began work on an improved system that is now commonly called the probe-and-drogue air-to-air refueling system and today is one of the two systems chosen by air forces for air-to-air refueling, the other being the flying-boom system. In post-war trials the RAF used a modified Lancaster tanker employing

6700-433: The "receptacle" in the receiver aircraft during fuel transfer. A poppet valve in the end of the nozzle prevents fuel from exiting the tube until the nozzle properly mates with the receiver's refueling receptacle. Once properly mated, toggles in the receptacle engage the nozzle, holding it locked during fuel transfer. The "flying" boom is so named because flight control surfaces , small movable airfoils that are often in

6834-509: The 22d Bombardment Wing, was re-equipped with KC-10A Extenders and became the second Air Force unit to operate the new tankers. The 60th and final KC-10 was delivered on 29 November 1988. The KC-10s served with SAC until 1992, when they were reassigned to the newly established Air Mobility Command . In the aerial refueling role, the KC-10s have been operated largely in the strategic refueling of large number of tactical aircraft on ferry flights and

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6968-467: The 334th Transport Squadron. Of the 5,500 hours flown in the first three years of use, the aircraft were used in their tanker role for 50% of the time. Besides being used by the air force and NATO allies, the KDC-10s were also used to support peacekeeping and humanitarian aid operations. Of the first three years, 32% of the flight hours were used for peacekeeping and humanitarian aid. In this function,

7102-572: The Blackbird constantly leaked fuel before heating expanded the airframe enough to seal its fuel tanks. Following the supersonic dash the SR-71 would then rendezvous with a tanker to fill its now nearly empty tanks before proceeding on its mission. This was referred to as the LTTR (for "Launch To Tanker Rendezvous") profile. LTTR had the added advantage of providing an operational test of the Blackbird's refueling capability within minutes after takeoff, enabling

7236-582: The Boeing plant at Renton, Washington . Boeing went on to develop the world's first production aerial tanker, the KC-97 Stratofreighter , a piston-engined Boeing Stratocruiser (USAF designation C-97 Stratofreighter ) with a Boeing-developed flying boom and extra kerosene (jet fuel) tanks feeding the boom. The Stratocruiser airliner itself was developed from the B-29 bomber after World War II . In

7370-509: The Buccaneer's case using a bomb-bay-mounted tank and HDU. The tanker aircraft flies straight and level and extends the hose/drogue, which is allowed to trail out behind and below the tanker under normal aerodynamic forces. The pilot of the receiver aircraft extends the probe (if required) and uses normal flight controls to "fly" the refueling probe directly into the basket. This requires a closure rate of about two knots (walking speed) to push

7504-628: The C-130 continues to improve at a rate that keeps it in production. "Strategic" cargo aircraft became an important class of their own starting with the Lockheed C-5 Galaxy in the 1960s and a number of similar Soviet designs from the 70s and 80s, and culminating in the Antonov An-225 , the world's largest aircraft. These designs offer the ability to carry the heaviest loads, even main battle tanks , at global ranges. The Boeing 747

7638-569: The COVID-19 outbreak. It allows almost 320  m of cargo between the three decks. In November 2020 Emirates started offering an A380 mini-freighter, which allows for 50 tons of cargo in the belly of the plane. Cargo aircraft has had many uses throughout the years, but the current importance of cargo aircraft is not highly talked about. Cargo planes today can carry almost everything ranging from perishables and supplies to fully built cars and livestock. The most use of cargo aircraft comes from

7772-452: The F-84's wing-tip fuel tanks. The flying boom is a rigid, telescoping tube with movable flight control surfaces that a boom operator on the tanker aircraft extends and inserts into a receptacle on the receiving aircraft. All boom-equipped tankers (e.g. KC-135 Stratotanker , KC-10 Extender , KC-46 Pegasus ) have a single boom and can refuel one aircraft at a time with this mechanism. In

7906-405: The HDU. If the hose is pushed in too far or not far enough, a cutoff switch will inhibit fuel flow, which is typically accompanied by an amber light. Disengagement is commanded by the tanker pilot with a red light. The US Navy , Marine Corps , and some Army aircraft refuel using the "hose-and-drogue" system, as do most aircraft flown by western European militaries. The Soviet Union also used

8040-457: The KC-10). A small number of Soviet Tu-4s and Tu-16s (the tanker variant was Tu-16Z). used a wing-to-wing method. Similar to the probe-and-drogue method but more complicated, the tanker aircraft released a flexible hose from its wingtip. An aircraft flying alongside had to catch the hose with a special lock under its wingtip. After the hose was locked and the connection was established, the fuel

8174-529: The KC-135. In 1972, two DC-10s were flown in trials at Edwards Air Force Base , simulating air refuelings to check for possible wake issues. Boeing performed similar tests with a 747. During the 1973 Yom Kippur War , the Air Force commenced Operation Nickel Grass to supply Israel with weapons and supplies. The operation demonstrated the necessity for adequate air-refueling capabilities; denied landing rights in Europe, C-5 Galaxy transports were forced to carry

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8308-452: The KC-97, the mixed gasoline/kerosene fuel system was clearly not desirable and it was obvious that a jet-powered tanker aircraft would be the next development, having a single type of fuel for both its own engines and for passing to receiver aircraft. The 230 mph (370 km/h) cruise speed of the slower, piston-engined KC-97 was also a serious issue, as using it as an aerial tanker forced

8442-886: The Netherlands' two KDC-10s. One was received in November 2019, and the second delivered in October 2021. On 17 September 1987, KC-10A serial number 82-0190 was undergoing maintenance on the ground at Barksdale AFB , Louisiana , and suffered an explosion and subsequent fire. The KC-10 was significantly damaged and written off. One member of the ground crew died in the fire. Data from USAF Fact sheet, Steffen General characteristics Performance Related development Aircraft of comparable role, configuration, and era Related lists Cargo aircraft Aircraft designed for cargo flight usually have features that distinguish them from conventional passenger aircraft:

8576-486: The U.S. in October 2021. Commercial refueling companies Omega Aerial Refueling Services and Global Airtanker Service operate three KDC-10 tankers, N974VV, N235UL and N264DE, for lease. They were converted from DC-10s and provide probe and drogue refueling capabilities from wing pods similar to the KC-10. In June and July 2011, Omega Air's KDC-10 supported three Royal Australian Air Force 's F/A-18 Hornets , en route to Red Flag – Alaska . In 2019, Omega agreed to purchase

8710-465: The U.S. was forced to use the UK-based F-111s in the 1986 air-strikes against Libya . The KC-10s and KC-135s allowed 29 F-111s, along with other Air Force and Navy aircraft, to reach their targets. The KC-10 again played a key role during Operations Desert Shield and Desert Storm in 1991. KC-10s facilitated the deployment of tactical, strategic, and transport aircraft to Saudi Arabia . In

8844-806: The US's C-82 Packet featured a removable cargo area, while the C-123 Provider introduced the now-common rear fuselage/upswept tail shaping to allow for a much larger rear loading ramp. But it was the introduction of the turboprop that allowed the class to mature, and even one of its earliest examples, the C-130 Hercules , in the 21st century as the Lockheed Martin C-130J , is still the yardstick against which newer military transport aircraft designs are measured. Although larger, smaller and faster designs have been proposed for many years,

8978-458: The USAF announced that all KC-10s are to be retired by 30 September 2024. The KC-10 flew its last combat sortie for the USAF on 5 October 2023. On 26 September 2024, the KC-10 flew its final sortie on tail number 79-1948 bound for the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan Air Force Base, Arizona. The two Dutch KDC-10s were used for both refueling and transport. They were stationed on Eindhoven Airport as part of

9112-431: The USAF to build jet tankers based on the Boeing 367-80 (Dash-80) airframe. The result was the Boeing KC-135 Stratotanker , of which 732 were built. The flying boom is attached to the rear of the tanker aircraft. The attachment is gimballed , allowing the boom to move with the receiver aircraft. The boom contains a rigid pipe to transfer fuel. The fuel pipe ends in a nozzle with a flexible ball joint. The nozzle mates to

9246-522: The USSR first had it been ordered to do so. The bombers would fly orbits around their assigned positions from which they were to enter Soviet airspace if they received the order, and the tankers would refill the bombers' fuel tanks so that they could keep a force in the air 24 hours a day, and still have enough fuel to reach their targets in the Soviet Union. This also ensured that a first strike against

9380-501: The aircraft having to fly to a lower altitude to be depressurized so a crew member could manually do the coupling. This air-to-air refueling system was used by the B-50 Superfortress Lucky Lady II of the 43rd Bomb Wing to make its famous first non-stop around-the-world flight in 1949. From 26 February to 3 March 1949, Lucky Lady II flew non-stop around the world in 94 hours and 1 minute,

9514-483: The aircraft made its mission impossible without aerial refueling. Based at Beale AFB in central California , SR-71s had to be forward-deployed to Europe and Japan prior to flying actual reconnaissance missions. These trans-Pacific and trans-Atlantic flights during deployment were impossible without aerial refueling. The SR-71's designers traded takeoff performance for better high-speed, high-altitude performance, necessitating takeoff with less-than-full fuel tanks from even

9648-408: The aircraft to be refueled (very close "line astern" formation flying) has resulted in the activity only being used in military operations ; there are no regular civilian in-flight refueling activities. Originally trialed shortly before World War II on a limited scale to extend the range of British civilian transatlantic flying boats , and then employed after World War II on a large scale to extend

9782-708: The aircraft was deployed to Kosovo to evacuate refugees, to the Caribbean and Central America to provide humanitarian aid after the hurricanes Luis , Georges and Mitch and to various countries in Africa and Asia to provide development aid . In 1998, the aircraft were used to evacuate Dutch citizens from Indonesia during the Fall of Suharto . Dutch KDC-10s operated out of Manas AFB in support of allied forces during Operation Enduring Freedom and in support of Allied Air Force over Iraq and Syria. A third DC-10, registered T-255

9916-449: The aircraft's fuselage and causing damage. The other major difference with this system is that when contacted, the hose does not "retract" into an HDU. Instead, the hose bends depending on how far it is pushed toward the boom. If it is pushed too far, it can loop around the probe or nose of the aircraft, damage the windscreen, or cause contact with the rigid boom. If not pushed far enough, the probe will disengage, halting fueling. Because of

10050-409: The aircraft's fuselage. Some tankers have both a boom and one or more complete hose-and-drogue systems. The USAF KC-10 has both a flying boom and a separate hose-and-drogue system manufactured by Cobham . Both are on the aircraft centerline at the tail of the aircraft, so only one can be used at once. However, such a system allows all types of probe- and receptacle-equipped aircraft to be refueled in

10184-409: The airplane and its direct operating cost (because of depreciation and insurance costs) and increases the financial risks to investors, especially since it would be competing with derivatives which have much smaller development costs per unit and which themselves have incorporated some of the cost-reducing technology. One benefit of a combined development is that the development costs would be shared by

10318-416: The area in which contact with the boom is safe. Moving outside of this envelope can damage the boom or lead to mid-air collision, for example the 1966 Palomares B-52 crash . If the receiving aircraft approaches the outer limits of the envelope, the boom operator will command the receiver pilot to correct their position and disconnect the boom if necessary. When the desired amount of fuel has been transferred,

10452-458: The baggage compartments below the main deck. The extra tanks increase the KC-10's fuel capacity to 356,000 lb (161,478 kg), nearly doubling the KC-135's capacity. The KC-10 has both a centerline refueling boom —unique in that it sports a control surface system at its aft end that differs from the V-tail design used on previous tankers—and a drogue-and-hose system on the starboard side of

10586-526: The bombers' airfields could not obliterate the US's ability to retaliate by bomber. In 1958, Valiant tankers in the UK were developed with one HDU mounted in the bomb-bay. Valiant tankers of 214 Squadron were used to demonstrate radius of action by refueling a Valiant bomber non-stop from UK to Singapore in 1960 and a Vulcan bomber to Australia in 1961. Other UK exercises involving refueling aircraft from Valiant tankers included Javelin and Lightning fighters, also Vulcan and Victor bombers. For instance, in 1962

10720-528: The brothers John, Kenneth, Albert, and Walter Hunter set a new record of 553 hours 40 minutes over Chicago using two Stinson SM-1 Detroiters as refueler and receiver. Aerial refueling remained a very dangerous process until 1935, when brothers Fred and Al Key demonstrated a spill-free refueling nozzle, designed by A. D. Hunter . They exceeded the Hunters' record by nearly 100 hours in a Curtiss Robin monoplane, staying aloft for more than 27 days. The US

10854-510: The civil and military sectors, and the number of airplanes required by the military could be decreased by the number of civil reserve airplanes purchased by air carriers and available to the military in case of emergency. There are some possible drawbacks, as the restrictions executed by joint development, the punishments that would be suffered by both civil and military airplanes, and the difficulty in discovering an organizational structure that authorizes their compromise. Some features appropriate to

10988-663: The conflict. The KC-10 flew 409 missions throughout the entire Allied Force campaign and continued support operations in Kosovo . Since 11 September 2001, KC-10s had flown more than 350 missions guarding U.S. skies as a part of Operation Noble Eagle . During Operations Enduring Freedom and Iraqi Freedom , KC-10s flew more than 1,390 missions delivering critical air refueling support to numerous joint and Coalition receiver aircraft. As of 2004, KC-10s were expected to serve until 2043. The Air Force considered retiring its fleet of KC-10 tankers in response to sequestration budget cuts as part of

11122-427: The conversion were initially estimated at $ 89.5 million (FY 1994). The aircraft were to be equipped with both a boom and a probe and drogue system. Because McDonnell Douglas did not have any experience with the requested Remote Aerial Refueling Operator (RARO) system, and because the third aircraft differed from the original two, the program could not be completed at budget. By omitting the probe and drogue system and

11256-399: The dedicated air freighter is that it can be designed specifically for air freight demand, providing the type of loading and unloading, flooring, fuselage configuration, and pressurization which are optimized for its mission. Moreover, it can make full use of NASA's ACEE results, with the potential of significantly lowering operating costs and fuel usage. Such a high overhead raises the price of

11390-585: The development of Alexander P. de Seversky , between two planes occurred on 25 June 1923, between two Airco DH-4B biplanes of the United States Army Air Service . An endurance record was set by three DH-4Bs (a receiver and two tankers) on 27–28 August 1923, in which the receiver airplane remained aloft for more than 37 hours using nine mid-air refueling to transfer 687 US gallons (2,600 L) of aviation gasoline and 38 US gallons (140 L) of engine oil. The same crews demonstrated

11524-467: The development of cargo aircraft. Many types can be converted from airliner to freighter by installing a main deck cargo door with its control systems; upgrading floor beams for cargo loads and replacing passenger equipment and furnishings with new linings, ceilings, lighting, floors, drains and smoke detectors . Specialized engineering teams rival Airbus and Boeing , giving the aircraft another 15–20 years of life. Aeronautical Engineers Inc converts

11658-402: The drogue under the appropriate pressure (assuming the tanker crew has energized the pump). Tension on the hose is aerodynamically 'balanced' by a motor in the HDU so that as the receiver aircraft moves fore and aft, the hose retracts and extends, thus preventing bends in the hose that would cause undue side loads on the probe. Fuel flow is typically indicated by illumination of a green light near

11792-448: The early stages of Operation Desert Shield, aerial refueling was key to the rapid airlift of materiel and forces. In addition to refueling airlift aircraft, the KC-10, along with the smaller KC-135, moved thousands of tons of cargo and thousands of troops in support of the massive buildup. The KC-10 and the KC-135 conducted about 51,700 separate refueling operations and delivered 125 million gallons (475 million liters) of fuel without missing

11926-494: The fleet's relatively young age. At first, officials claimed that the initial focus on retiring the KC-10 in September 2013 was a "trial balloon" to call attention to Air Force operating cost issues. As of early 2013, the KC-10 had a per hour flying cost of $ 21,170 and a mission capable rate of 87 percent. A FY 2015 budget plan did not include cuts to the KC-10. In July 2020, the first US KC-10 to be retired, tail number 86-0036,

12060-441: The flying boom system, along with Australia (KC-30A), the Netherlands (KDC-10), Israel (modified Boeing 707), Japan (KC-767), Turkey (KC-135Rs), and Iran (Boeing 707 and 747). The system allows higher fuel flow rates (up to 1,000 US gallons (3,800 L) / 6,500 pounds (2,900 kg) per minute for the KC-135, but does require a boom operator, and can only refuel one aircraft at a time. The probe-and-drogue refueling method employs

12194-602: The fourth quarter. Garuda plans up to 100 cargo UAVs to connect remote regions with limited airports in Maluku , Papua , and Sulawesi . Flying boom Aerial refueling ( en-us ), or aerial refuelling ( en-gb ), also referred to as air refueling , in-flight refueling ( IFR ), air-to-air refueling ( AAR ), and tanking , is the process of transferring aviation fuel from one aircraft (the tanker ) to another (the receiver) while both aircraft are in flight. The two main refueling systems are probe-and-drogue , which

12328-399: The hose several feet into the HDU and solidly couple the probe and drogue. Too little closure will cause an incomplete connection and no fuel flow (or occasionally leaking fuel). Too much closure is dangerous because it can trigger a strong transverse oscillation in the hose, severing the probe tip. The optimal approach is from behind and below (not level with) the drogue. Because the drogue

12462-458: The hose was connected, the tanker climbed sufficiently above the receiver aircraft to allow the fuel to flow under gravity. When Cobham was developing his system, he saw the need as purely for long-range transoceanic commercial aircraft flights, but modern aerial refueling is used exclusively by military aircraft. In 1934, Cobham had founded Flight Refuelling Ltd (FRL) and by 1938 had used its looped-hose system to refuel aircraft as large as

12596-401: The hose which would cut off if contact was lost. Royal Air Force officer Richard Atcherley had observed the dangerous aerial-refueling techniques in use at barnstorming events in the US and determined to create a workable system. While posted to the Middle East he developed and patented his 'crossover' system in 1934, in which the tanker trailed a large hooked line that would reel in

12730-515: The increase in online shopping through retailers like Amazon and eBay. Since most of these items are made all over the world, air cargo is used to get it from point A to point B as fast as possible. Air cargo significantly adds to the world trade value, Air cargo transports over US$ 6 trillion worth of goods, accounting for approximately 35% of world trade by value. This helps producers keep the costs of goods down, allows consumers to be able to purchase more items, and allows stores to remain with goods on

12864-478: The late 1940s, General Curtis LeMay , commander of the Strategic Air Command (SAC), asked Boeing to develop a refueling system that could transfer fuel at a higher rate than had been possible with earlier systems using flexible hoses, resulting in the flying boom system. The B-29 was the first to employ the boom, and between 1950 and 1951, 116 original B-29s, designated KB-29Ps, were converted at

12998-432: The longest runways. Once airborne, the Blackbird would accelerate to supersonic speed using afterburners to facilitate structural heating and expansion. The magnitude of temperature changes experienced by the SR-71, from parked to its maximum speed, resulted in significant expansion of its structural parts in cruise flight. To allow for the expansion, the Blackbird's parts had to fit loosely when cold, so loosely, in fact, that

13132-572: The mobilization of US military assets, taking part in overseas operations far from home. These aircraft performed airlift and aerial refueling during the 1986 bombing of Libya (Operation Eldorado Canyon), the 1990–91 Gulf War with Iraq (Operations Desert Shield and Desert Storm), the NATO bombing of Yugoslavia (Operation Allied Force), War in Afghanistan ( Operation Enduring Freedom ), and Iraq War (Operations Iraqi Freedom and New Dawn). During

13266-416: The more maneuverable fighter/ground attack types. A byproduct of this development effort and the building of large numbers of tankers was that these tankers were also available to refuel cargo aircraft , fighter aircraft , and ground attack aircraft , in addition to bombers, for ferrying to distant theaters of operations. This was much used during the Vietnam War , when many aircraft could not have covered

13400-527: The much improved probe-and-drogue system, with a modified Gloster Meteor F.3 jet fighter, serial EE397 , fitted with a nose-mounted probe. On 7 August 1949, the Meteor flown by FRL test pilot Pat Hornidge took off from Tarrant Rushton and remained airborne for 12 hours and 3 minutes, receiving 2,352 imperial gallons (10,690 L) of fuel in ten refuelings from a Lancaster tanker. Hornidge flew an overall distance of 3,600 mi (5,800 km), achieving

13534-404: The newer jet-powered military aircraft to slow down to mate with the tanker's boom, a highly serious issue with the newer supersonic aircraft coming into service at that time, which could force such receiving aircraft in some situations to slow down enough to approach their stall speed during the approach to the tanker. It was no surprise that, after the KC-97, Boeing began receiving contracts from

13668-506: The outbreak of World War II. During the closing months of World War II, it had been intended that Tiger Force 's Lancaster and Lincoln bombers would be in-flight refueled by converted Halifax tanker aircraft, fitted with the FRL's looped-hose units, in operations against the Japanese homelands , but the war ended before the aircraft could be deployed. After the war ended, the USAF bought

13802-560: The parts late. This would have again increased the cost, but in the contract for the AH-64 Apaches which the Royal Netherlands Air Force also bought from McDonnell Douglas, the price was agreed to be kept at $ 96 million. In 2010, the USAF awarded a contract to Boeing to upgrade the fleet of 59 aircraft with new Communication, navigation and surveillance and air traffic management (CNS/ATM) system. This

13936-445: The probe into the basket. Unlike the soft canvas basket used in most drogue systems, the adapter units use a steel basket, grimly known as the "iron maiden" by naval aviators because of its unforgiving nature. Soft drogues can be contacted slightly off center, wherein the probe is guided into the hose receptacle by the canvas drogue. The metal drogue, when contacted even slightly off center, will pivot out of place, potentially "slapping"

14070-585: The probe is a valve that is closed until it mates with the drogue's forward internal receptacle, after which it opens and allows fuel to pass from tanker to receiver. The valves in the probe and drogue that are most commonly used are to a NATO standard and were originally developed by the company Flight Refuelling Limited in the UK and deployed in the late 1940s and 1950s. This standardization enables drogue-equipped tanker aircraft from many nations to refuel probe-equipped aircraft from other nations. The NATO-standard probe system incorporates shear rivets that attach

14204-414: The range of strategic bombers , aerial refueling since the Vietnam War has been extensively used in large-scale military operations. Some of the earliest experiments in aerial refueling took place in the 1920s; two slow-flying aircraft flew in formation, with a hose run down from a hand-held fuel tank on one aircraft and placed into the usual fuel filler of the other. The first mid-air refueling, based on

14338-420: The range of 35–40% have been estimated for long-haul flights (including the fuel used during the tanker missions). Usually, the aircraft providing the fuel is specially designed for the task, although refueling pods may be fitted to existing aircraft designs in the case of "probe-and-drogue" systems. The cost of the refueling equipment on both tanker and receiver aircraft and the specialized aircraft handling of

14472-406: The rear fuselage. The KC-10 boom operator cockpit is seated in the rear of the aircraft with a wide window for monitoring refueling rather than prone as in the KC-135. The operator controls refueling operations through a digital fly-by wire system . The refueling boom can deliver fuel to a receiver at the maximum rate of 1,100 gallons (4,180 liters) per minute, while the centerline drogue system has

14606-462: The receiver aircraft is topped-off with extra fuel in the air, air refueling can allow a takeoff with a greater payload which could be weapons, cargo, or personnel: the maximum takeoff weight is maintained by carrying less fuel and topping up once airborne. Aerial refueling has also been considered as a means to reduce fuel consumption on long-distance flights greater than 3,000 nautical miles (5,600 km; 3,500 mi). Potential fuel savings in

14740-543: The refueling of other strategic transport aircraft. Conversely, the KC-135 fleet has operated largely in the in-theater tactical role. There are 59 KC-10 Extenders in service with the USAF as of 2010. The USAF's KC-10s are stationed primarily at Travis AFB , California, and McGuire AFB , now part of Joint Base McGuire-Dix-Lakehurst, in New Jersey. When faced with refusals of basing and overflight rights from continental European countries during Operation El Dorado Canyon ,

14874-430: The refueling valve to the end of the probe. This is so that if a large side or vertical load develops while in contact with the drogue, the rivets shear and the fuel valve breaks off, rather than the probe or receiver aircraft suffering structural damage. A so-called "broken probe" (actually a broken fuel valve, as described above) may happen if poor flying technique is used by the receiver pilot, or in turbulence. Sometimes

15008-485: The same flight, such as the KC-10, MPRS KC-135, or Airbus A330 MRTT. The development of the KC-97 and Boeing KC-135 Stratotankers was pushed by the Cold War requirement of the United States to be able to keep fleets of nuclear -armed B-47 Stratojet and B-52 Stratofortress strategic bombers airborne around-the-clock either to threaten retaliation against a Soviet strike for mutual assured destruction , or to bomb

15142-541: The same year, but these early experiments were not yet regarded as a practical proposition, and were generally dismissed as stunts. As the 1920s progressed, greater numbers of aviation enthusiasts vied to set new aerial long-distance records, using inflight air refueling. One such enthusiast, who would revolutionize aerial refueling was Sir Alan Cobham , member of the Royal Flying Corps in World War I , and

15276-509: The second largest payload capacity of any cargo aircraft, exceeded only by the An-225. An aerospace consultant has estimated that the A380F would have 7% better payload and better range than the 747-8F , but also higher trip costs. Starting May 2020 Portuguese Hi Fly started charting cargo flights with an A380, carrying medical supplies from China to different parts of the world in the response to

15410-516: The service's FY 2015 budget. A "vertical chop" to divest all KC-10s was suggested because there are fewer KC-10s than KC-135s, having three different tanker models in service after the introduction of the KC-46 would be costly, and a "horizontal cut" across the refueling fleets would achieve small efficiencies. Some believed retiring the KC-10 would not benefit the Air Force, given that it is equipped with both boom and hose-and-drogue refueling systems and

15544-515: The shelf.   Not only is air cargo important in the delivery and shipping aspect, it is also highly important in the job industry. Air cargo companies around the United States employ over 250,000 workers, U.S. cargo airlines employed 268,730 workers in August 2023, 34% of the industry total. Nearly all commercial cargo aircraft presently in the fleet are derivatives or transformations of passenger aircraft. However, there are three other methods to

15678-624: The transoceanic distances without aerial refueling, even with intermediate bases such as Hickam Air Force Base , Hawaii and Kadena Air Base , Okinawa. In addition to allowing the transport of the aircraft themselves, the cargo aircraft could also carry matériel , supplies, and personnel to Vietnam without landing to refuel. KC-135s were also frequently used for refueling of air combat missions from air bases in Thailand. The USAF SR-71 Blackbird strategic reconnaissance aircraft made frequent use of air-to-air refueling. Indeed, design considerations of

15812-522: The two aircraft disconnect and the receiver aircraft departs the formation. When not in use, the boom is stored flush with the bottom of the tanker's fuselage to minimize drag. In the KC-97 and KC-135 the boom operator lies prone, while the operator is seated in the KC-10 , all viewing operations through a window at the tail. The KC-46 seats two operators at the front of the aircraft viewing camera video on 3D screens. The US Air Force fixed-wing aircraft use

15946-775: The utility of the technique on 25 October 1923, when a DH-4 flew from Sumas, Washington , on the Canada–United States border , to Tijuana, Mexico , landing in San Diego , using mid-air refuelings at Eugene, Oregon , and Sacramento, California . Similar trial demonstrations of mid-air refueling technique took place at the Royal Aircraft Establishment in England and by the Armée de l'Air in France in

16080-465: The valve is retained in the tanker drogue and prevents further refueling from that drogue until removed during ground maintenance. A "buddy store" or "buddy pod" is an external pod loaded on an aircraft hardpoint that contains a hose and drogue system (HDU). Buddy stores allow fighter / bomber aircraft to be reconfigured for "buddy tanking" other aircraft. This allows an air combat force without dedicated/specialized tanker support (for instance,

16214-652: The worldwide commercial support system. Other changes from the DC-10-30CF include the removal of most windows and lower cargo doors. Early aircraft featured a distinctive light gray, white and blue paint scheme, and a gray-green camouflage scheme was used on later tankers. The paint scheme was switched to a medium gray color by the late 1990s. The most notable changes were the addition of the McDonnell Douglas Advanced Aerial Refueling Boom and additional fuel tanks located in

16348-768: Was acquired and served for three years before being withdrawn from service in April 2014 due to Dutch defense cuts and flown to Newquay Airport for scrapping. The KDC-10s in Dutch service were replaced with the Airbus A330 MRTT . The first aircraft, registered T-264/'Prins Bernhard' and due for a major service, was withdrawn from use in November 2019, prior to being transferred to its new owner, Omega Aerial Refueling Services . The last KDC-10, registered T-235/'Jan Scheffer' remained in Dutch service until October 2021. The aircraft left The Netherlands bound for service with Omega in

16482-628: Was chosen. The primary reason for this choice was the KC-10's ability to operate from shorter runways. Initially, a batch of 12 aircraft was ordered, but this was later increased to 60. The KC-10 Extender first flew in July 1980. In October 1980 the first aerial refuel sortie was performed. The design for the KC-10 involved modifications from the DC-10-30CF design. Unnecessary airline features were replaced by an improved cargo-handling system and military avionics . The KC-10 retained an 88% commonality with its commercial counterparts, giving it greater access to

16616-470: Was eventually modified by Airspeed to Cobham's specification, for a non-stop flight from London to India , using in-flight refueling to extend the plane's flight duration. Meanwhile, in 1929, a group of US Army Air Corps fliers, led by then Major Carl Spaatz , set an endurance record of over 150 hours with a Fokker C-2A named the Question Mark over Los Angeles. Between 11 June and 4 July 1930,

16750-461: Was found that it took as long or longer to unload these older designs as the much larger tricycle landing gear Douglas C-54 Skymaster which was easier to move about in when landed. The C-47s were quickly removed from service, and from then on flat-decks were a requirement of all new cargo designs. In the years following the war era a number of new custom-built cargo aircraft were introduced, often including some "experimental" features. For instance,

16884-519: Was introduced in 1939, with the fifth and sixth prototypes of the Junkers Ju 90 four-engined military transport aircraft, with the earliest known example of a rear loading ramp. This aircraft, like most of its era, used tail-dragger landing gear which caused the aircraft to have a decided rearward tilt when landed. These aircraft introduced the Trapoklappe , a powerful ramp/hydraulic lift with

17018-417: Was mainly concerned about transatlantic flights for faster postal service between Europe and America. In 1931 W. Irving Glover, the second assistant postmaster, wrote an extensive article for Popular Mechanics concerning the challenges and the need for such a regular service. In his article he even mentioned the use of aerial refueling after takeoff as a possible solution. At Le Bourget Airport near Paris,

17152-537: Was originally designed to the same specification as the C-5, but later modified as a design that could be offered as either passenger or all-freight versions. The "bump" on the top of the fuselage allows the crew area to be clear of the cargo containers sliding out of the front in the event of an accident. When the Airbus A380 was announced, the maker originally accepted orders for the freighter version A380F, offering

17286-416: Was publicly demonstrated for the first time in 1935. In the system the receiver aircraft, at one time an Airspeed Courier , trailed a steel cable which was then grappled by a line shot from the tanker, a Handley Page Type W10 . The line was then drawn back into the tanker where the receiver's cable was connected to the refueling hose. The receiver could then haul back in its cable bringing the hose to it. Once

17420-495: Was pumped. Some historic systems used for pioneering aerial refueling used the grappling method, where the tanker aircraft unreeled the fuel hose and the receiver aircraft would grapple the hose midair, reel it in and connect it so that fuel can be transferred either with the assistance of pumps or simply by gravity feed . This was the method used on the Question Mark endurance flight in 1929. The probe-and-drogue system

17554-444: Was said to provide a 20 percent reduction in trip cost and a 15 percent decrease in aircraft price compared to other cargo aircraft. These findings, however, are extremely sensitive to assumptions about fuel and labor costs and, most particularly, to growth in demand for air cargo services. Further, it ignores the competitive situation brought about by the lower capital costs of future derivative air cargo aircraft. The main advantage of

17688-473: Was so successful that in June orders went out to equip all new B-50s and subsequent bombers with receiving equipment. Two dedicated air refueling units were formed on 30 June 1948: the 43d Air Refueling Squadron at Davis-Monthan Air Force Base , Arizona , and the 509th Air Refueling Squadron at Walker Air Force Base , New Mexico . The first ARS aircraft used FRL's looped-hose refueling system, but testing with

17822-456: Was to allow the aircraft to fly in civil airspace as new ICAO and FAA standards took effect in 2015. Rockwell Collins was awarded a contract in 2011 for avionics and systems integration for the cockpit modernization program. The first KC-10 was delivered to the Air Force's Strategic Air Command (SAC) in March 1981 at Barksdale AFB . In 1982 a newly renamed 22d Air Refueling Wing , formerly

17956-489: Was transferred to the 309th Aerospace Maintenance and Regeneration Group (AMARG) for storage at Davis-Monthan Air Force Base, Arizona. In July 2021, the 2d ARS was the first KC-10 squadron to start conversion to the KC-46. In August 2021, the KC-10 took part in the largest non-combatant evacuation in support of Operation Allies refuge and contributing to the safe evacuation of more than 124,000 Afghan refugees. In January 2023

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