『每日軍事武器鑑賞』－ KC-10A「補充者」加油機

克里斯Chris

KC-10A Extender

The United States Air Force/McDonnell Douglas KC-10A advanced tanker/cargo aircraft is a version of the intercontinental-range DC-10 Series 30CF (convertible freighter), modified to provide increased mobility for U.S. forces in contingency operations by: refueling fighters and simultaneously carrying the fighters' support equipment and support people on overseas deployments: refueling strategic airlifters (such as the USAF C-5 and C-l4l) during overseas deployments and resupply missions; and augmenting the U.S. airlift capability.

In most instances, the KC-10A performs these missions without dependence on overseas bases and without depleting critical fuel supplies in the theater of operations. Equipped with its own refueling receptacle, the KC-10A can support deployment of fighters, fighter support aircraft and airlifters from U.S. bases to any area in the world, with considerable savings in both cost and fuel compared to pre-KC-l0A capabilities.

The aerial refueling capability of the KC-10A nearly doubles the nonstop range of a fully-loaded C-5 strategic transport. In addition, its cargo capability enables the U.S. to deploy some fighter squadrons and their unit support people and equipment with a single airplane type, instead of requiring both tanker and cargo aircraft. The Air Force is calling the KC-10A the "Extender" because of its ability to carry out aerial refueling and cargo mission without forward basing, thus extending the mobility of U.S. forces.

Although the KC-10A's primary mission is aerial refueling, it can combine the tasks of tanker and cargo aircraft by refueling fighters while carrying the fighters' support people and equipment during overseas deployments. The KC-10A can transport up to 75 people and about 170,000 pounds (76,560 kilograms) of cargo a distance of about 4,400 miles (7,040 kilometers). Without cargo, the KC-10A's unrefueled range is more than 11,500 miles.

CHARACTERISTICS
The KC-10A tanker can deliver 200,000 pounds (90,719 kg) of fuel to a receiver 2200 statute miles (3539.8 km) from the home base and return, or it can carry a maximum cargo payload of 169,409 pounds (76,843 kg) a distance of 4370 statute miles (7031 km). Unrefueled ferry range of the KC-lOA is 11,500 statute miles (18,503 km).

The KC-10A is powered by three General Electric CF6-50C2 high bypass-ratio turbofan engines, each generating 52,500 pounds (23,814 kg) of takeoff thrust. Versions of the CF6 engine family are installed on most of the DC-lOs in airline service and have compiled an impressive reliability record. One of the engines is mounted at the base of the tail above the aft fuselage of the KC-10A, and the other two are installed on pylons beneath the wings, one on each side of the fuselage.

Like other intercontinental-range DC-lOs, the tanker/transport is 181 feet 7 inches (55.35 m) in length and has a wingspan of 165 feet 4 inches (50.42 m) and a tail height of 58 feet 1 inch (17.7 m). Gross takeoff weight of the KC-10A is 590,000 pounds (267,619 kg), up from 555,000 pounds (251,701 kg) for the standard intercontinental commercial model.

克里斯Chris

Design fuel capacity is 356,065 pounds (161,508 kg), including a maximum of 238,565 pounds (108,211 kg) in the standad wing tankage and a maximum of 117,500 pounds (53,297 kg) stored in seven fuel cells below the main deck. The KC-10A takes full advantage of the inherent capability of the commercial DC-10, retaining some 88 per cent commonality with the commercial aircraft. KC-10A modifications to the commercial DC-10CF include: elimination of most upper deck windows and lower deck cargo doors; provisions for additional crew; a flexible capability for accommodating additional support people; receptacle for in-flight refueling of the KC-10A itself; military avionics; director lights for the receiver aircraft; supplemental fuselage fuel tanks; modernized aerial refueling operator station; hose reel with drogue for refueling Navy and oher probe-equipped aircraft; advanced aerial refueling boom, and an improved cargo handling system. The KC-10A supplementary fuel tankage system, selected after extensive studies, includes seven unpressurized integral-body fuel cells, four aft of the wing and three forward, all located in underdeck vented cavities. A crashworthy design makes use of keel beams and strategically placed energy absorption material to protect the tanks. Under-fuselage panels permit direct access to each cell for installation, removal, system inspection and maintenance and structural inspection. The KC-10A's boom operator controls refueling operations through a digital fly-by-wire system. Sitting in the rear of the aircraft, the operator can see the receiver aircraft through a wide window. During boom refueling operations, fuel is transferred to the receiver at a maximum rate of 1,100 gallons (4,180 liters) per minute; the hose and drogue refueling maximum rate is 470 gallons (1,786 liters) per minute. The KC-10A can be air-refueled by a KC-135 or another KC-10A to increase its delivery range. The advanced aerial refueling boom designed by McDonnell Douglas offers significant advantages in operational safety, efficiency and fuel-flow rates. It features larger disconnect and control envelopes, independent disconnect capability, an active control system with digital fly-by-wire controls, automatic load alleviation, position rate sensing to assure disconnect within control limits, precision hand controllers with low force requirements and operator-selectable disconnect limits. An additional feature in the KC-10A refueling system is the installation of the hose reel and the capability to change from hose to boom refueling, and vice versa, while in flight. The aerial refueling operator's station in the KC-10A, located aft of the rearward lower fuselage fuel tanks, features improvements in comfort, viewing capability and environment. Instead of assuming the prone position required in current tankers, the refueling operator sits in an aft-facing crew seat. Station equipment includes handy refueling controls, a wide viewing window facing the aft "customer" position and additional periscopic viewing arrangements for traffic management. Accessible from the upper deck, the station is pressurized and has independent thermal control, a quiet environment and an arrangement suited for both training and operational missions. While refueling requires only one operator, two additional seats are provided to accommodate an instructor and an observer. For its cargo-carrying assignments, the KC-10A has a total usable cargo space exceeding 12,000 cubic feet (346 cu m) in its spacious cabin. The cabin has a maximum width of almost 19 feet (5.7 m), ceiling height of 8.5 feet (2.5 m) and a floor area of 2200 square feet (304.25 sq m). In all-cargo configuration, the KC-10A acccommodates 25 standard 88 x 108-inch (223.5 by 274.3 cm) cargo pallets in the cabin with aisles down both sides, or 27 pallets with a single aisle. To facilitate the handling of cargo, the KC-10A is equipped with a versatile system to accommodate a broad spectrum of loads. The system, adapted in part from the commercial DC-10, has been enhanced with the addition of powered rollers, powered winch provisions for assistance in fore and aft movement of cargo, an extended ball mat area to permit loading of larger items, and cargo pallet couplers that allow palletizing of cargo items too large for a single pallet. The features, plus the large 102 by 140-inch (259 by 355 cm) cargo door that swings upward on the left side of the forward fuselage for loading and unloading, give the KC-10A the capability to transport a significant portion of the tactical support equipment of fighter squadrons. Several configurations exist for personnel and crew accommodations. One arrangement is for the crew of five, plus six seats for additional crew and four bunks for crew rest, with an environmental curtain between bunks and the cargo net. The same area also has space for the installation of 14 more seats for support people. In another arrangement, the bunks, environmental curtain and cargo net can be shifted rearward, making room for 55 more support people, along with the necessary utility, lavatory and stowage modules, raising the personnel capacity to a total of 80 crew and support people. Although all eight of the DC-10 upper deck passenger doors are installed as standard, three are deactivated. Normal entry and exit are through the two forward passenger doors on each side, and the aft right-hand door is available as a ground emergency exit for people in the aerial refueling operator's station.

克里斯Chris

BACKGROUND
The Air Force announced the selection of McDonnell Douglas on December 19, 1977. The selection was based on integrated assessment of capability, price, life-cycle costs and technical features of the McDonnell Douglas DC-10. The initial contract of $28 million funded production engineering, tooling and other non-recurring activities, with quantities of aircraft to be determined by available funding in future years.

An additional logistics support sum of $429,000 was awarded to McDonnell Douglas as part of a basic contract for logistics planning in preparation for subsequent total support of the KC-l0A force, with annual options for spare parts and support equipment, intermediate and depot-level maintenance, systems management and technical support. McDonnell Douglas provides maintenance support under Federal Aviation Administration ground rules. USAF personnel are responsible for accomplishing flight line maintenance tasks, as well as maintenance management functions.

The commercial DC-10 entered airline service in 1971, the same year McDonnell Douglas began engineering work on the USAF version that led to the KC-10A contract. The commercial DC-10, chosen by 47 airlines, carries more passengers to more cities worldwide than any other wide-cabin jetliner.

With the KC-10A program, the USAF is taking advantage of the nearly $2 billion invested by McDonnell Douglas and its subcontractors in development of the DC-10 and of the huge investments by the airlines in establishing a worldwide support system, thus reducing both the acquisition and operation costs of the KC-10A as compared to an all-new military development. The U.S. Air Force and McDonnell Douglas signed contracts totaling $148 million in November 1978 for production of the first two KC-l0s, for the balance of the non-recurring engineering costs and for the initial spare parts and other support for the KC-10 program. A second contract, calling for production of four additional KC-l0s at a cost of $173 million, was signed November, 1979. At the same time, a $10.1 million logistics support contract option to provide spares and support equipment was signed.

A third contract, calling for production of six more KC-l0s at a cost of $284 million, was signed in February of 1981. A $14 million logistics support contract for those aircraft also was signed. A fourth contract, calling for production of four more KC-l0s at a cost of $196 million was signed in January, 1982, along with a $21 million contract for logistic support.

The first flight of the KC-10A took place on July 12, 1980. The first aerial refueling occurred during testing on October 30, 1980, with the receiver aircraft a C-5.The first KC-10A was delivered to the Air Force on March 17, 1981. The KC-10A force of 60 aircraft is based with the Air Combat Command at Barksdale AFB, La., and at March AFB, CA, beginning in the fall of 1982.

During Operations Desert Shield and Desert Storm, the KC-10 fleet provided in-flight refueling to aircraft from all branches of the U.S. armed forces as well as those of other coalition forces. In-flight refueling extended the range and capability of all U.S. and other coalition fighter aircraft. Air operations continued without costly and time-consuming ground refueling. In-flight refueling was key to the rapid airlift of material and forces. In addition to refueling airlift aircraft, the KC-10A, along with the smaller KC-135, moved thousands of tons of cargo and thousands of troops in support of the massive Persian Gulf build-up. The KC-10A and the KC-135 conducted about 51,700 separate refueling operations and delivered 125 million gallons (475 million liters) of fuel without missing a single scheduled rendezvous.

The KC-10A acquisition program was directed by the Air Force Systems Command's Aeronautical Systems Division (ASD) at Wright-Patterson Air Force Base, Ohio. Prime contractor for the design, development and production of the KC-10A is the Long Beach, California-based Douglas Aircraft Company division of McDonnell Douglas Corporation, St. Louis, Missouri.

Service Life

As one of the newest aircraft in the AF inventory, the KC-10 requires little maintenance and modifications when compared to older military systems. The KC-10 complies with FAA Stage 3 noise standards. Designed with a service life of 30,000 hours, projected structural service life of the KC-10 extends to 2043. State-of-the-art technology and commonalty with commercial counterparts ensures operations in the near future will remain economical. However, as the commercial fleet reaches maturity, major operators will discontinue DC-10 use, leaving smaller airlines as the only remaining civil users. The first round of commercial retirements by 2010 will undoubtedly impact the economy of future Air Force KC-10 operations. Studies to assess that impact and to reevaluate the economic and structural service life will be required.

克里斯Chris

Specifications
Primary Function:	Aerial refueling/transport.
Contractor:	Douglas Aircraft Co.
Power Plant:	Three General Electric CF-6-50C2 turbofans
Thrust:	52,500 pounds (23,625 kilograms), each engine
Length:	181 feet, 7 inches (54.4 meters)
Height:	58 feet, 1 inch (17.4 meters)
Wingspan:	165 feet, 4 1/2 inches (50 meters)
Speed:	619 mph (Mach 0.825)
Ceiling:	42,000 feet (12,727 meters)
Maximum Takeoff Weight:	590,000 pounds (265,500 kilograms)
Maximum Useable Fuel:	342,000 Pounds All fuel is usable or transferable via either boom or probe and drogue refueling Fifteen aircraft are modified with two wing-mounted air refueling pods which allow for simultaneous operations with probe equipped aircraft.
Range:	4,400 miles (3,800 nautical miles) with cargo; 11,500 miles (10,000 nautical miles) without cargo
Unit Cost:	$86.3 million (1992 dollars)
Crew:	Four (aircraft commander, pilot, flight engineer and boom operator)
Crew Ratio	3.5 crews per aircraft 2.0 crews per aircraft (active duty) 1.5 crews per aircraft (associate reserve)
Date Deployed:	March 1981
Inventory:	Active force, 59; ANG, 0; Reserve, 0

(文章來源:Travis空軍基地)

克里斯Chris

克里斯Chris

北美新聞




美國空軍戰鬥主力之一的F-16戰機，正逼近KC-135空中加油機，準備補充油料，進行另一波不返航再出擊任務。

戰機空中加油 美軍增強全球戰略部署

一架美國空軍F-16戰機飛行員在三萬多英尺高空中調整高度，慢慢接近KC-135型同溫層空中加油機後下方，加油機尾部伸出一根細長加油管 (boom)，戰機加油口穩穩地與輸油管「對嘴」，不一會兒功夫，F-16座艙內指示燈告訴飛行員可以脫離，並展開另一項新的任務。
1957年美、蘇冷戰時期，軍事戰爭迫在眉睫，雙方實力在伯仲之間，而讓美軍轉敗為勝的秘武武器之一即是KC-135空中加油機。

KC-135空中加油機稍後在美軍執行波斯灣戰爭時，與另一支美軍現役空中加油主力KC-10A型加油機扮演十分吃重且緊急的角色，當時，美國空軍共投入KC－10型加油機四十六架、KC－135型加油機二百六十二架，完成五萬一千多次空中加油任務；另外在美軍三年多前攻打伊拉克戰爭中，它也順利保障美軍戰機空襲伊拉克的任務。

八月底某一天大清早，記者從美空軍第108聯隊位於新澤西州麥魁爾基地（McQuire）登上KC-135空中加油機，隨行採訪美軍空中加油實況。　　

當天氣溫略為下降，陰雨棉棉，雲層很低，麥魁爾基地顯得特別空曠，諾大停機坪上，停滿了數十架KC-10A型加油機及即將起飛的KC-135加油機，隨處可見不少美軍人員忙碌準備飛行前各項檢查、地面車輛往來頻繁。加油機從新澤西飛往萊特兄弟發明飛機的發源地--俄亥俄州西南方達頓市 (Dayton)的萊特--派德森美空軍基地 (Wright-Patterson Air Force Base)，這裡也是美國空軍主要研發基地及最大後勤指揮基地。

飛行經過賓州上空後，只見兩架F-16戰機飛行員調整好高度，慢慢地接近我們搭乘的KC-135，並隨即進入加油機後下方。此時，KC-135加油管操作員 (boomoperator，通常是空勤機工長)俯身在飛機底坐俗稱「燙衣板」上，很技巧地操控加油機尾部細長的加油管，在時數超過五百英哩，與距離不到二十英呎的F-16戰機接油口穩穩地與輸油管銜接起來。

克里斯Chris

兩架上下貼身飛行的美軍F-16戰機，正試圖逼近KC-135 空中加油機，進行燃料補給作業。//中央社

美軍空中加油主力之一的KC-135 Stratotanker加油機與F16戰鬥機 進行空中加油補給情形，圖 (中) 連結兩機之間者為加油管 (boom)。//中央社

克里斯Chris

待完成驚險的高空加油程序後，F-16戰機座艙內的受油指示燈和KC-135的加油指示燈同時亮起，只見兩架飛機速度一致，高度不變，像鐵釘般在一起。才約一分鐘，加油完畢後，F-16座艙內指示燈告訴飛行員：可以脫離，隨即從側邊離去，繼續下一個新的任務。　

女性加油管操作員Eddi M. Marks士官長說，雖然只是短短幾分鐘光景，但包括加油機、戰機駕駛員及空勤機工長等都必須接受定期嚴格訓練，無疑就是要確保每次高空加油的安全性。她說，每次完成加油任務後都有一種莫名的驚險感! 　　　　

事實上，KC-135空中加油機每加一分鐘的油能量足夠供一部家庭用房車一年耗費的油料；八分鐘的加油量等於一座加油站供油二十四小時。　　　

KC-135加油機在一九五六年八月首航，一九八零年相繼有KC-135R、KC-135E改進型服役。機翼長三十九點八八公尺，機身長四十一點五三公尺，機身高十一點六八公尺，最大起飛重量一百三十四點七五噸，供油量最大可達四十六點八噸，最高時速每小時八百五十六公裡，機身共有十三個油箱，採用硬管加油，一架KC-135可以同時給幾架戰鬥機加油。

第108聯隊位上校指揮官Eric Herr說，KC-135加油機可隨時對全球各地區實施攻擊所需的空中加油支援，並可進行特殊作戰支援、緊急空中加油、空運及醫療後送等作業；美軍在越戰期間就曾利用空中加油，對胡志明市共軍進行二萬八千次轟炸行動，它也可以充當空中拖車，順利將受損飛機拖回基地，這型居功厥偉的同溫層加油機，無疑是航空史上最偉大的飛機之一。全球目前有二十七國擁有空中加油能力，美軍為了在全世界執行軍事任務，一直積極建立空中加油能量，而海、空軍、陸戰隊也都發展出本身的加油機隊。

在美國空軍現役為數眾多的KC-135加油機中，已經全部經過性能提升，目前主力為KC-135R（配備F108-CF-100發動機）與KC-135E（配備TF-33-PW-102發動機）。現役共有四百五十七架、空中州國民兵一百五十八架、空軍後備役部隊三十架。隨著KC-135加油機計畫服役至二零四零至二零五零年，美國空軍正著手計畫將KC-135E逐年提升至KC-135R的規格。

克里斯Chris

空中補給站——KC-10A型加油機



        對飛翔在空中的戰機而言，油料是影響滯空時間或續航力的重要因素之一，若軍機能長時間保持飛行狀態，相對便可減少在基地起降時遭受攻擊的機會，並增進全球長程部署的能力，因此空中加油機成為延伸空中戰力的一大利器。

　　為了能在全世界執行軍事任務，美國一直積極建立空中加油能量，而海、空軍、陸戰隊也都發展出本身的加油機隊。在美國空軍方面，除了由波音B-707型改良的KC-135型同溫層空中加油機之外，KC-10A型延伸者式（Extender） 也是構成空中加油機隊的兩大支柱之一。

克里斯Chris

一、KC-10A型空中加油機作用簡介

　　KC-10A型空中加油／運輸機的主要設計目的如下：

（一）增進美軍的全球機動性，並提供快速的武力投射能量。

（二）在海外部署行動中，KC-10A型可為戰機進行空中加油，同時空運戰機的支援裝備及人員。

（三）在海外部署、再補給任務中，能為C-5、C-141型戰略運輸機進行空中加油，此外也可協助執行人道救援或維和任務。

　　KC-10A型是目前美軍最大型的噴射空中加油機，由於具備長程飛行能力，因此不需仰賴美軍的海外基地，即可執行空中加油任務。在前進部署戰機中隊時，也僅需一種加油機，而不需額外的運輸機，即可同時提供戰機空中油料的補充，並載運中隊的地勤裝備、人員前往海外部署基地。