KC10A 83-0077 (48218/388) Del. 11/02/1983, flies over the mountains of Southern California in November 1988.
(Michael J. Carter Collection)
The KC10A can trace its Douglas Aircraft Company (DAC) roots back to 1929, when Douglas C-1s refueled a Fokker C-2 Tri-motor enabling it to stay in the air for seven days. Since those early years of aerial re-fueling, there have been several platforms utilized in the art of air-to-air fueling the first being a converted B-29 Superfortress into a KB-29M in 1948 followed by a slightly more advanced KB-50. Boeing produced two of the USAFs most famous tankers, the KC-97 a modified C-97 Stratofreighter and the 707 varient, the KC-135 Stratotanker (the original model 717).
In the early 1970s the USAF made the decision to purchase an Advanced Tanker Cargo Aircraft (ATCA) which both Boeing and McDonnell Douglas submitted proposals. Boeings design was based on the 747 and referred to as the 747MF/T (Military Freighter/Tanker) known later as simply the 747 ATCA. The Boeing design was a very strong contender, with fuel and load capacity (Troops/Freight) it seemed a no brainer that the USAF would select the Boeing proposal.
On 12/19/1977, the USAF surprised everyone when it was announced that the McDonnell Douglas KC10A had been selected. Though the DAC design based on the civilian DC-10-30(CF) had less capacity, it offered better short field capabilities, being able to take-off from short runways with a maximum payload which the Boeing aircraft could not match. The USAF made an initial order for 12 aircraft, which later was increased to a total of 60 aircraft. The KC10A made its first flight on 07/12/1980, with the first delivery coming in March of 1981.
The KC10A proved to be a very versital aircraft for the USAF, not only providing air re-fueling duties as designed but could also handle 170,000lb pounds of equipment and personnel. Another advantage the KC10A had over the KC-135 was it's ability to be re-fueled in flight by another KC-135 or KC10A. With increased operational range and increasd time on-station, this capability proved invaluable to the USAF. The KC10A can carry carry twice as much fuel as the KC-135 with a total capacity of 356,000lbs. The KC10A has fuel tanks located in the wing and center wing area, and two large fuel tanks under the cargo floor (one in the forward hold and one in the aft lower cargo hold) both which consist of three and four bladder cells. The advanced re-fueling boom can deliver up to 1,200US gallons per minute.
Another advantage that the KC10A has is it's 88% systems commonality with the commercial DC-10 fleet and the worldwide support system that is maintained.
The last KC10A was delivered to the USAF on 11/29/1988. The aircraft was the first to be equipped with removable wingtip flight re-fueling Mk.32B HDUs which could provide fuel for up to three U.S. or N.A.T.O. aircraft at one time, to date, 20 KC10as have been modified with the wing mounted HDUs enhancing USAF inflight re-fueling capililties. The maximum flow rate for the wingtip mounted pods is 600 gallons per minute.
Royal Netherlands Air Force KDC10.
The RNLAF operate two ex-Martinair DC-10-30CFs which were convereted to tankers in 1995.
The conversions were accomplished at KLMs Amsterdam Schiphol maintenance
facilities and supported by McDonnell Douglas.
The KDC10 can operate as a dedicated cargo aircraft or full passenger aircraft depending on the requirements of each mission. The KDC10 has an advanced refueling boom which is longer and has a greater operating radius than that of the KC10A. Another difference that distinguishes the KDC10 from KC10 is the placement of the refueling boom operator. On a KC10A, the operator has a three person station from which to work. The KDC10 boom operator has a station on the main deck just behind the cockpit and utilizes a video camera system located in a special housing just forward of the boom enabling the operator to have a three-dimensional view during all refueling operations.
The RNLAF KDC10s are beautiful aircraft. The paint schemes are not colorful but are at the same time very striking in my opinion. Interestingly, the registrations on the aircraft T-235 and T-264 are the production line numbers of each aircraft.
With world conflict becoming more of a reality each day, the KC10A and KDC10 aircraft will no doubt play a big role in giving U.S. and N.A.T.O. Air Forces the advantage of Air Superiority.
McDonnell Douglas KC10A/KDC10 Production List (Updated 02/19/2003)
McDonnell Douglas KC10A Photo Gallery One
McDonnell Douglas KC10A/KDC10 Photo Gallery Two
McDonnell Douglas KC10A Photo Gallery Three
