What model is KC-10

[potrack]

Is the KC-10 a -10, -30, or -40 model?

 

[CCDiscoB]

I think it's a -30.

 

[KC-10 Driver]

The KC-10A is a DC-10-30 convertible freighter, obviously with some military modifications.

 

[Peanut gallery]

Kc-10

DC-10-30 with the main difference being an increase in Max TO weight I believe it is 590,00 instead of 575,000 been awhile.

 

[KC-10 Driver]

The KC-10 does have a max TOGW of 590,000 lbs. I didn't know that it was different for the DC-10-30.

 

[FastCargo]

Also...

As part of modifying the DC-10-30 to KC-10 specs, I think there are no lower cargo bays...I think it's ALL fuel tanks below the main cargo deck.

FastCargo

 

[Spooky 1]

I believe that the DC10-40 was only operated by NWA and JAL, the difference being that these aircraft were Pratt powered. Of course by this time they probably have found their way to other second tier operators. The DC10-30 was a GE powered aircraft as was the -10. Actual MTOGW were a function of certification as well as individual operators specific requirements.

 

[KC-10 Driver]

FastCargo is correct. The area below the main deck (where the lower cargo holds should be) are all fuel tanks. Above the floor is an open bay -- for cargo, palletized seats (but only in about the first third of the cargo section), or some combination thereof.

Many people are surprised upon entering a KC-10 to see that there is such an open cargo hold -- I guess they expect one big flying gas tank.

The max TOGW of 590,000 lbs can be achieved with a full fuel load (empty weight ~250,000 lbs plus max fuel load of 340,000 lbs). Any cargo we carry decreases the allowable fuel load.

A common question is whether all the fuel can be used by our own engines and/or the receiver aircraft(s). Virtually every drop of fuel can be used ourselves, or offloaded to receivers (of course keeping enough to get somewhere and land).

The one exception was if the KC-10 was scheduled to refuel the SR-71. In this case, one fuel tank would have the SR-71's special fuel (JP-7) in it. The fuel in that tank was unusable for KC-10 engines.

See now, you guys got me going on and on about my plane when I should be studying for the ACSC test I'm taking in an hour...

 

[Guam360]

don't forget, the -10 is female and the -30 is male

 

[Peanut gallery]

Trivia

Ok, now you have me going. The DC-10-10 has a smaller wing span, but which version is longer and by how much?
I really miss the Mighty Doug.

 

[Steeler Fan]

don't forget, the -10 is female and the -30 is male

The KC-10 is a switch-hitter. Can give AND take. Formation Air Refueling training missions commonly referred to as Swapping Spit.

 

[KC-10 Driver]

Steeler - maybe you are a switch hitter, but I'm not!


Oh, sorry...I see you are talking about tanker & receiver AR. Nevermind.

(couldn't resist, old pal!)

 

[Steeler Fan]

Steeler - maybe you are a switch hitter, but I'm not!


Oh, sorry...I see you are talking about tanker & receiver AR. Nevermind.

(couldn't resist, old pal!)

Ouch!!!

The last time I flew the 10, none of the planes had the FMS mod completed yet...I'm feeling old.

 

[Panel Monkey]

Ok, now you have me going. The DC-10-10 has a smaller wing span, but which version is longer and by how much?
I really miss the Mighty Doug.

All of the DC-10 versions have the same fuselage length. The actual total length depends on the engine selection; some have longer tailpipe cones. The -10 also does not have the center landing gear. I think the KC-10 is longer by a few inches because of the boom. I have all of this in a book somewhere....

 

[potrack]

What is the difference between the -30 and -40??

I once heard that the only difference was the -40 had Pratt engines and the -30 GE?

Is there more than that??

 

[PHX767]

Just a minor point of clarification

The KC-10 can burn JP7 fuel when on SR-71 missions. When we started flying those type missions out of KBAD in '83 or '84, one style mission required so much fuel for us to get "there" and back that we had to load fuel in all 3 body tanks (well, Fwd body, center wing, and aft body) to keep the cg in balance. With the cargo/center wing weight restrictions we had to feed out of the center wing during the first part of the flight. It was easier for mx to just pump the whole plane full of the stuff. Then we found out it would eat the seals in the tanks and fuel controls.... and that's how we lost ship #13.

A bit of trivia: The original gross weight was the same as a standard -30, but since it didn't make the range/offload restrictions they fixed it the old USAF way and bumped the MTOGW to 590,000. Unfortunately, Douglas would not guarantee the CG limits at that weight without flight testing it for mega bucks. So we ended up with a really narrow CG range at max weight.

 

[Panel Monkey]

Actually, now the KC-10 can only burn JP-7 for emergency reasons. I wonder if the stuff even exists now, as even NASA has stopped flying the SR.

 

[PHX767]

Thanks, did not know JP-7 was for emergency use only now. When we loaded up the plane with the stuff for a mission and then had to keep the fuel onboard because of a mission delay, it was a matter of when it would start leaking fuel not if.