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| In August 1954, the USAF announced that it intended to procure a number of tanker/transports developed from the prototype Boeing Model 387-80 which had first flown a few weeks earlier. These were allocated the designation KC-135A, and the first of them made its initial flight on 31 August 1956; 10 months later, on 28 June 1957, the first was delivered to Castle AFB, California. Since that time a family of variants has been produced in large numbers for service with the USAF, mainly as tankers (Stratotankers) or cargo transports (Stratolifters). Two modified KC-135As are used by the US Federal Aviation Administration (FAA) to check navigation aids throughout the United States.
This military version of the Model 367-80 is identified as the Boeing Model 717: it differs primarily from the later Model 707 by having a smaller-diameter fuselage, deletion of cabin windows, reduced size and weight, and accommodation for 80 passengers or an equivalent weight of cargo on the main deck. All equipment for the tanker role is carried on the lower deck, or normal cargo area, and includes the pivoted 'Flying Boom' refuelling gear. This was modified subsequently by the provision
of an adaptor to allow for probe-and-drogue refuelling of Tactical Air Command and US Navy/Marine Corps aircraft. Power is provided by four 6123kg thrust Pratt & Whitney J57-P-59W turbojets.
The Model 717 Stratolifter family differs from the foregoing by being equipped specifically to serve as long-range transports. These have the refuelling boom deleted, but there is a structural similarity between these two basic tanker/lifter types, with interior changes in the latter providing accommodation for up to 126 troops, or 44 stretchers plus 54 sitting casualties. Galley and toilet facilities are provided at the rear of the cabin, and provision is made for an alternative all-freight role. The initial version was the C-135A with turbojet engines, first flown on 19 May 1961, and delivered to MATS on 8 June 1961 to become the USAF's first strategic jet transport.
Now, almost 30 years later and with 820 delivered, it is inevitable that there are a number of variants, including specially-built versions and conversions, and brief details of these are given below. Recent modifications include structural strengthening and re-engining with CFM56 turbofans with increased thrust and reduced fuel consumption.
| CREW | 4-5 |
| PASSENGERS | 126 |
| ENGINE | 4 x turbo-jet P+W TF-33-P-5 |
| WEIGHTS |
| Take-off weight | 125000 kg | 275579 lb |
| Empty weight | 47000 kg | 103618 lb |
| DIMENSIONS |
| Wingspan | 39.9 m | 131 ft 11 in |
| Length | 41.0 m | 135 ft 6 in |
| Height | 11.7 m | 38 ft 5 in |
| Wing area | 226.0 m2 | 2432.64 sq ft |
| PERFORMANCE |
| Max. speed | 970 km/h | 603 mph |
| Cruise speed | 650 km/h | 404 mph |
| Ceiling | 10700 m | 35100 ft |
| Range w/max.fuel | 14800 km | 9197 miles |
| Range w/max payload | 4900 km | 3045 miles |
| Dan Read, e-mail, 28.09.2010 05:07 I logged 2,000 hours from 1960 to 1964 in the KC, VC, Looking Glass, and others. Wright-Pat and Offutt after training at Castle and Walker. CP, ICP, P, and AC. I recall one night in the U.K. when a copilot was making the take-off with no visual cues. From Barksdale, I believe. The attitude indicator failed with no apparent warning and the airplane went into a steep nosedown attitude below 500 feet. The AC horsed the yoke back with all his strength and bent the fuselage till it looked like a twisted plastic bottle, but the airplane recovered and held together till they landed without further incident (immediately). Tough bird. Honest. Reliable. Forgiving. reply | | Frank Winterling, e-mail, 06.07.2010 05:52 My wife's father was Camillo DeBonis on 58-0002 which went down in a thunderstorm on March 31, 1959. Does anyone have information on this crew to share ? reply | | Matthew Korcek, e-mail, 19.07.2010 01:18 Update on my email matthew.korcek@gmail.com. I am separated from the Military now, but I still miss this old gal. I hope the KC-X can fill the shoes that this gal will leave. reply | | Bernard Panitch, e-mail, 10.08.2010 09:48 Flew the KC-135 at Biggs(1963-1965),Dyess(1965-1968),and Westover(1969-1973). Went to the 9thACCS and flew the EC-135 from 1973-1981). Harold Skipper was the Operations Officer in 1973. I became the Operations in 1975 and kept that position until 1981. Wonderful airplanes with a great mission. reply | |
| | Randy Weber, e-mail, 18.08.2010 20:03 One of my most memorable moments on the KC-135A was when we were ferrying F-105 "thuds" from Viet Nam to the states. We were in a cell of three tankers with three 105's attached to each. We arrived at Hickam, refueled the jets and were to leave there the following day. We were performing our preflight when were told to upload another 25K of fuel,as our #2 jet had broke hard. We fueled her to 175K, and filled the water tank. When we took the runway I had decided to view the takeoff in the boom pod. We started our take off roll, very noisey, lots of black smoke and a not so very fast acceleration. I was listening to the crew as they were calling out info. When the crew called out committed, everything changed. At that precise moment we had lost water in our outboards, the crew without any hesitation hit the fuel dump switch and began dumping fuel. From my vantage point everything wasn't moving fast enough. Our take off roll seemed to take forever and when the aircraft finally rotated the it just seemed to hang there, and the runway for the longest time was to close for comfort. When we finally got airborne we were on the overrun and barely cleared the chainlink fence. We passed over several people off to our right and the look on their faces I shall never forget. The Acft continued dumping fuel even as we passed over the beaches and along the hotels. The Flight crew did a remarkable job, When we arrived back at FAFB we were asked what the heck happened in Hawaii as they already had a letter on file at wing Hq. I believe it was either the Ac or Boom who said in answer to their question. "we allmost died" The 34 years I spent working on the KC-135A, EC-135H, KC-135H, and KC-135R were some of the best times of my life. I'll allways remember this remarkable aircrft and the crews and maintenance crews with the greatest respect and admiration. I can't remember the Flt crews names anymore but I shall never forget their actions that day. reply | | Randy Weber, e-mail, 23.08.2010 02:25 Rick
When I was stationed at Travis in 1967 they used a silver /aluminum based paint called Coraguard /or koraguard.Our civilian painters just hated the stuff. If it wasn't preped properly it would peal off in sheets over time, or as soon as the first flight. I'm not even sure you can even get anymore but you should be able to get real close. Best of luck. reply | | Cary Christian, e-mail, 25.05.2010 23:34 I was a crew chief on the KC-135A. I crewed tailnumber 58-0116, 56-3616 and 56-4832. I loved these birds. I served from 1978 to 1992 at Dyess AFB Tx. I call this the cadilac. Gross weight 286,000 lb. Alert load. reply | | Sevin R., e-mail, 25.08.2010 02:46 I missed having the KC's out at Mountain Home AFB(1995-2001). So fun to watch landing and taking off. Also, walking inside one was awesome. reply | | Tom, e-mail, 07.05.2010 17:03 Bill, you asked: Do any of you with experience with the KC135R know if it can be used to deliver chemical dispersant to our Gulf of Mexico oil slick?
It would have to be done with a -Q model, not an –R model 135. That is the only variation where the fuel tanks are separated so that the crew could not accidently feed dispersant instead of fuel to the engines.
The air refueling boom would not be a good delivery system.
The dispersant would come out of the boom more as a stream than a spray, and the aircraft would be flying too fast for it to have a good concentration on the oil. reply | | Bill Johnson, e-mail, 02.05.2010 07:21 Do any of you with experience with the KC135R know if it can be used to deliver chemical dispersant to our Gulf of Mexico oil sliek? Can the fuel tanks be separtated to provide fuel for the aircraft and dump dispersant from a different tank /tanks out the boom? reply | | Dan Wallace, e-mail, 28.04.2010 19:10 I was a J-57 Jet Mech at Travis SUU for the 307th (916th Ref. Sq) in the '70s. I got my start on the SAC 135s and have the AF to thank for my career at Fedex. If anyone was at SUU from the 307th please say hi reply | | Rick Gaddis, e-mail, 24.03.2010 19:10 I just noticed that the KC-135E you have on this page is a picture of the E-model the we are putting on display(59-1487)which I crewed for many years. Also we need the information on the markings. reply | | Rick Gaddis, e-mail, 24.03.2010 19:05 I have been a crew chief on the KC135A /E /R for 30 years. I need help finding information on the old SAC gray paint scheme. We are putting a KC-135E on display and want to put it back like the old SAC days. reply | | Rodney Councell, e-mail, 01.09.2010 02:24 I was crew chief on the 17 KC-135A build. (56-3594) In late 1958, the fuel cell specialist were trying to find a fuel leak in the right wing; and through their and instrument errors, they blow the right wing off. At the time I was setting on the wheel chock at the right main gear during paper work. Luckly no one was killed or injured. The Boing Company bought a wing in from Boeing, part way by boat I was told. Anyway it took about a year to repair the aircraft there at Castle AFB. After that the aircraft had a 1956 wing on the left side and a 1958 wing on the right side. I crewed the aircraft several years after that and always had a problem with supply. Every time I ordered something for the right wing (1958) They would call back wrong part number. It's 1956 aircraft.
The KC-135 was a great aircraft, showed me many good times and of course a few bad one. reply | |
| | Norm Parker, e-mail, 02.09.2010 05:31 What a great plane. I have over 5,000 hours in the KC, EC and RC-135. I flew out of Barksdale AFB, LA, Eielson AFB, AK and Andrews AFB, MD. About half of my time was in EC's and RC's with TF33 Engines. reply | | Harold Skipper, e-mail, 17.03.2010 05:32 I went to Castle in 1958. Flew the KC-135 until 1968. After C-123s Vietnam, then was ops off in the EC-135 at 9th Airborne Comand and Control Squadron until 1974. Did our air paths cross ? reply | | Bob Phillips, e-mail, 30.01.2010 23:20 I have great memories of flying the KC-135 /A AC /IP , one ride that brings memories of performance was when I was shown by a great IP how this fine aircraft could fly with two engines out on the same side..what a confidence and airmanship builder. I do miss those air refuelings and great crewmembers of yesterdays. reply | | Buck Buckland, e-mail, 30.01.2010 01:12 Just a short note to the fact that I was a boom operator for 15 years at Fairchild, Grissom and retired in 1979 at Dyess with 4000 hours. I know it is much compared to the older guys, but it was enough. reply | | John Williams, e-mail, 11.01.2010 03:35 flew these old birds for 26 years, the A model did not leave any runway in front on takeoff, the E model reversers saved many a crew on the slicker than owl S--t runways up north and the R model was like flying the F-135. Great aircraft and mission until AMC took over. Hope my grandson can fly something else. Hats off to all you aircrew and maintainers!!! reply | | martin waldman, e-mail, 06.01.2010 13:36 I was a crew member on the first 135 made 55-3118,when it was a EC-135K stationed at Seymour-Johnson A.F.B. Goldsboro N. reply |
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