US aerial refueling tanker aircraft
The
McDonnell Douglas KC-10 Extender
is an American tanker and
cargo aircraft
operated by the
United States Air Force
(USAF). A military version of the three-engine
DC-10
airliner, the KC-10 was developed from the
Advanced Tanker Cargo Aircraft Program
.
[N 1]
It incorporates military-specific equipment for its primary roles of
aerial refueling
and transport. It was developed to supplement 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 plays a key role in 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).
Design and development
[
edit
]
Advanced Tanker Cargo Aircraft Program
[
edit
]
An early KC-10 Extender aircraft refuels a C-5 Galaxy in 1980. Both aircraft are wearing liveries typical of that era.
During 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 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.
[1]
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 a fraction of their maximum payload on direct flights from the continental United States to
Israel
.
[2]
[3]
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
.
[4]
The only serious contenders were
Boeing
and
McDonnell Douglas
. In December 1977, McDonnell Douglas's DC-10 was chosen. The primary reason for this choice was the KC-10's ability to operate from shorter runways.
[3]
Initially, a batch of 12 aircraft was ordered, but this was later increased to 60.
[3]
KC-10 Extender
[
edit
]
The KC-10 Extender first flew in July 1980. In October 1980 the first aerial refuel sortie was performed.
[5]
[6]
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
.
[7]
The KC-10 retained an 88%
commonality
with its commercial counterparts, giving it greater access to the worldwide commercial support system.
[3]
Other changes from the DC-10-30CF include the removal of most windows and lower cargo doors.
[8]
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.
[9]
The KC-10's refueling boom operator is seated rather than prone
The KC-10's mixed refueling system of hose-and-drogue and flying-boom allows it to refuel the aircraft of the U.S. Air Force, U.S. Navy, U.S. Marine Corps and allied forces.
[5]
The most notable changes were the addition of the McDonnell Douglas Advanced Aerial Refueling Boom and additional fuel tanks located in 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.
[5]
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 the rear fuselage. The KC-10 boom operator 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
.
[9]
[10]
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 a maximum fuel offload rate of 470 gallons (1,786 liters) per minute.
[11]
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.
[5]
The final twenty KC-10s produced included wing-mounted pods for added refueling locations.
[1]
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.
[5]
With that, it can transport those weights for an unrefueled range of 4,400 miles (7,040 km).
[11]
The KC-10 has 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.
[12]
Further developments
[
edit
]
A USAF KC-10 Extender after being refueled by another KC-10
A need for new transport aircraft for the
Royal Netherlands Air Force
(
Koninklijke Luchtmacht
) was first identified in 1984.
[13]
The 1991
Gulf War
highlighted the deficiencies in mobility of European forces.
[14]
In 1991 four categories of transport requirements were established. Category A required 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.
[13]
The conversion was handled via the United States
foreign military sales
program, which contracted McDonnell Douglas. Costs for 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 a fixed partition wall between the cargo and passenger, the cost could be limited at $96 million.
[13]
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 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.
[13]
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 was to allow the aircraft to fly in civil airspace as new
ICAO
and
FAA
standards took effect in 2015.
[15]
Rockwell Collins was awarded a contract in 2011 for avionics and systems integration for the cockpit modernization program.
[16]
[17]
Variants
[
edit
]
- KC-10A
: Initial military tanker version based on the DC-10-30CF.
- KDC-10
: Conversion of DC-10-30CF aircraft to tanker/transport configuration. While a FMS program run through McDonnell Douglas, conversion of two aircraft was carried out by
KLM
.
Omega Aerial Refueling Services
operates KDC-10-40.
[
citation needed
]
- KC-10B
: After McDonnell Douglas did the KDC-10 conversion for the Royal Netherlands Air Force in 1992, they proposed a tanker/transport version of the
MD-11CF
which had the in-house designation KMD-11. MDC offered either conversion of second hand aircraft (KMD-11) or new build aircraft (KC-10B), the proposed KMD-11 offered 35,000 lbs more cargo capacity and 8,400 lbs more transferable fuel than the KC-10A. It was offered to the RNAF and
Royal Saudi Air Force
(RSAF) in the 1990s and the
Royal Australian Air Force
(RAAF) in the early 2000s.
[18]
Operational history
[
edit
]
United States
[
edit
]
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 the 22d Bombardment Wing, was re-equipped with KC-10A Extenders and became the second Air Force unit to operate the new tankers.
[
citation needed
]
The 60th and final KC-10 was delivered on 29 November 1988.
[19]
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 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.
[12]
[15]
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.
A US Navy
F-14D
and two
F/A-18Cs
prepare to refuel from a KC-10 in 2005 over the
Persian Gulf
.
When faced with refusals of basing and overflight rights from continental European countries during
Operation El Dorado Canyon
, 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.
[20]
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 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 a single scheduled rendezvous.
[12]
A KC-10 Extender of
Travis AFB
approaching a second KC-10 for refuelling over the
Pacific Ocean
, 2017
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 the conflict. The KC-10 flew 409 missions throughout the entire Allied Force campaign and continued support operations in
Kosovo
.
[12]
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.
[12]
As of 2004, KC-10s were expected to serve until 2043.
[21]
The Air Force considered retiring its fleet of KC-10 tankers in response to sequestration budget cuts as part of 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.
[22]
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 the fleet's relatively young age.
[23]
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.
[24]
A FY 2015 budget plan did not include cuts to the KC-10.
[25]
In July 2020, the first US KC-10 to be retired, tail number 86-0036, was transferred to the
309th Aerospace Maintenance and Regeneration Group
(AMARG) for storage at Davis Monthan Air Force Base, Arizona.
[26]
In July 2021, the 2d ARS was the first KC-10 squadron to start conversion to the KC-46.
[27]
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.
[28]
In January 2023 the USAF announced that all KC-10s are to be retired by 30 September 2024.
[29]
The KC-10 flew its last combat sortie for the USAF on 5 October 2023.
[30]
Netherlands
[
edit
]
The second
Royal Netherlands Air Force
KDC-10 with landing gear down
The two Dutch KDC-10s were used for both refueling and transport.
[31]
They were stationed on
Eindhoven Airport
as part of the 334th Transport Squadron. Of the 5,500 hours flown in the first 3 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.
[13]
In this function, 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 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.
[32]
The KDC-10s in Dutch service were replaced with the
Airbus A330 MRTT
.
[33]
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
.
[34]
The last KDC-10, registered T-235/'Jan Scheffer' remained in Dutch service until October 2021.
[35]
The aircraft left The Netherlands bound for service with Omega in the U.S. in October 2021.
[36]
[33]
Civilian operators
[
edit
]
Omega's KDC-10 tanker in March 2009
Commercial refueling companies Omega Aerial Refueling Services and Global Airtanker Service operate two KDC-10 tankers, N974VV and N852V, for lease.
[37]
[38]
They were converted from DC-10-40s and provide probe and drogue refueling capabilities from wing pods similar to the KC-10.
[39]
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
.
[40]
In 2019, Omega agreed to purchase the Netherlands' two KDC-10s. One was received in November 2019,
[34]
and the second delivered in October 2021.
[36]
[33]
Operators
[
edit
]
A KC-10 (right foreground) and
C-17
(left background) at
Avalon Airport
, Australia, for the 2005
Australian International Airshow
A KC-10 from Travis AFB taking off from
RAF Mildenhall
United States
Netherlands
Incidents
[
edit
]
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.
[51]
Aircraft on display
[
edit
]
Specifications (KC-10A)
[
edit
]
Data from
USAF Fact sheet,
[12]
Steffen
[55]
General characteristics
- Crew:
4 (Aircraft Commander, copilot, flight engineer, and boom operator)
- Capacity:
170,000 lb of cargo, 25 pallets and 16 passengers, or 17 pallets and 75 passengers
[55]
- Length:
181 ft 7 in (55.35 m)
- Wingspan:
165 ft 4.5 in (50.406 m)
- Height:
58 ft 1 in (17.70 m)
- Wing area:
3,958 sq ft (367.7 m
2
)
- Airfoil
:
root:
DSMA-496/-521/-522;
tip:
DSMA-519/-520
[56]
- Empty weight:
241,027 lb (109,328 kg)
- Gross weight:
590,000 lb (267,619 kg)
- Max takeoff weight:
590,000 lb (267,619 kg)
- Fuel capacity:
365,000 lb (165,561 kg)
- Powerplant:
3 ×
General Electric F103
(GE CF6-50C2)
turbofan
engines, 52,500 lbf (234 kN) thrust each
Performance
- Maximum speed:
538 mph (866 km/h, 468 kn)
- Maximum speed:
Mach 0.89
- Range:
4,400 mi (7,100 km, 3,800 nmi) with a maximum passenger capacity; 3,800 nmi (7,038 km; 4,373 mi) with maximum cargo capacity.
- Ferry range:
11,500 mi (18,500 km, 10,000 nmi)
- Service ceiling:
42,000 ft (13,000 m)
- Rate of climb:
6,870 ft/min (34.9 m/s)
See also
[
edit
]
Related development
Aircraft of comparable role, configuration, and era
Related lists
References
[
edit
]
- Notes
- ^
The
Handley Page Jetstream
had been initially ordered as the C-10, but was soon canceled. This allowed the tanker version of the DC-10 to be designated KC-10A.
- Citations
- ^
a
b
Waddington 2000, pp. 116?120.
- ^
Endres 1998, p. 65.
- ^
a
b
c
d
Steffen 1998, p. 103.
- ^
Frawley 2002, p. 119.
- ^
a
b
c
d
e
Steffen 1998, p. 104.
- ^
"KC-10A Extender: Background"
.
Globalsecurity.org
. Retrieved
27 August
2011
.
- ^
Eden 2004, p 286.
- ^
"KC-10A Extender: Characteristics"
.
Globalsecurity.org
. Retrieved
27 August
2011
.
- ^
a
b
Steffen 1998, pp. 103?107.
- ^
Eden 2004, p 287.
- ^
a
b
"KC-10 Extender"
.
- ^
a
b
c
d
e
f
g
"Factsheets: KC-10 Extender"
. US Air Force. May 2014
. Retrieved
30 November
2013
.
- ^
a
b
c
d
e
"Evaluatie project KDC-10"
.
Ministerie van Defensie
(in Dutch). 1 July 1999
. Retrieved
5 January
2014
.
- ^
Steffen 1997, p. 107.
- ^
a
b
Trimble, Stephen (24 June 2010).
"Boeing outlines C-130H and KC-10 cockpit upgrades"
.
Flightglobal.com
. Retrieved
19 September
2010
.
- ^
"Boeing Wins CNS-ATM Upgrade Contract for USAF's KC-10 Tankers"
.
Defenseindustrydaily.com
. 21 August 2014
. Retrieved
16 March
2017
.
- ^
"Rockwell Collins awarded contract for KC-10 CNS/ATM cockpit upgrade program"
. Archived from
the original
on 9 September 2011
. Retrieved
16 January
2019
.
- ^
"Too Big for Its Own Good: Why a MD-11 Based Tanker Was Never Built"
. 8 January 2016.
- ^
Steffen 1998, pp. 104, 107.
- ^
"Operation El Dorado Canyon"
.
Globalsecurity.org
. Retrieved
27 August
2011
.
- ^
Veronico and Dunn 2004, p. 58.
- ^
Air Force May Scrap KC-10 Tanker Fleet
? DoDBuzz.com, 17 September 2013
- ^
WEISGERBER, MARCUS; MEHTA, AARON (15 September 2013).
"USAF Weighs Scrapping KC-10, A-10 Fleets"
.
www.defensenews.com
. Gannett Government Media Corporation. Archived from
the original
on 30 October 2013
. Retrieved
30 October
2013
.
- ^
Air Force May Scrap Entire A-10 Fleet
? Defensemedianetwork.com, 17 October 2013
- ^
How Hagel spending plan will transform US military
? Flightglobal.com, 26 February 2014
- ^
"First KC-10 heads to Boneyard as Pegasus comes into the fleet"
. 16 July 2020.
- ^
"McGuire Squadron Says Goodbye to KC-10, Prepares for KC-46"
. 2 July 2021.
- ^
"Operation Allies Refuge: One year later"
. 17 August 2022.
- ^
Rossi Pedroza-Bertrand (30 January 2023).
"End of the 10"
. 349th Air Mobility Wing Public Affairs
. Retrieved
13 April
2023
.
- ^
Newdick, Thomas (5 October 2023).
"KC-10 Extender Has Flown Its Last Combat Mission"
.
The Drive
. Retrieved
6 October
2023
.
- ^
Steffen 1997, pp. 106?107.
- ^
"Dutch air force scraps DC-10 transport"
.
flightglobal.com
. Retrieved
23 June
2019
.
- ^
a
b
c
"RNLAF's final KDC-10 tanker leaves the Netherlands"
.
key.aero
. 25 October 2021
. Retrieved
21 November
2021
.
- ^
a
b
"Private aerial refueller Omega buys KDC 10 tankers with booms"
.
flightglobal.com
. 25 November 2019
. Retrieved
21 November
2021
.
- ^
"Farewell flight and final goodbye to the KDC-10 of the Royal Netherlands Air Force"
.
aviacion.com
. 5 October 2021
. Retrieved
21 November
2021
.
- ^
a
b
van der Mark 2019
, p. 7
- ^
"Frequently Asked Questions"
.
Omega Air Refueling
. Archived from
the original
on 28 July 2011
. Retrieved
27 August
2011
.
- ^
"KDC-10 Air Refueling Tanker Aircraft"
.
Global Airtanker Service
. Archived from
the original
on 4 July 2008
. Retrieved
19 September
2010
.
- ^
"KDC-10: Primary Options"
.
Global Air Tanker Services
. Archived from
the original
on 28 August 2008
. Retrieved
25 February
2008
.
- ^
"RAAF Hornets Participate in Red Flag Alaska"
Air Forces Monthly
(
Key Publishing
), Issue 282, September 2011, pp. 37.
ISSN
0955-7091
. Retrieved: 30 September 2011.
- ^
"First KC-10 Extender Tanker Jet Heads to the Boneyard for Retirement (Updated)"
. 13 July 2020.
- ^
"2nd Bomb Wing"
.
- ^
"22nd Bomb Wing - SAC - March AFB - B52"
.
- ^
"Joint Base McGuire-Dix-Lakehurst"
(PDF)
.
- ^
"916th Air Refueling Wing"
(PDF)
. Retrieved
30 June
2022
.
- ^
"349th Air Mobility Wing History Facts"
.
- ^
"514th Air Mobility Wing"
.
- ^
"380Th Air Expeditionary Wing"
.
- ^
"MMF Background Paper"
(PDF)
.
Airbus Group, retrieved from an Archive.today capture made on 17 Jul 2017 22:36:58 UTC
. Archived from
the original
(PDF)
on 17 July 2017
. Retrieved
1 August
2021
.
- ^
"Dutch air force scraps DC-10 transport"
.
flightglobal.com
. Retrieved
22 November
2021
.
- ^
"McDonnell Douglas KC-10A 82-0190."
Aviation Safety Network
Database.
Retrieved: 19 September 2010.
- ^
Balik, Roland (26 April 2022).
"AMC Museum receives USAF's first KC-10A Extender"
.
U.S. Air Force Expeditionary Center
. Retrieved
1 March
2024
.
- ^
"KC-10A Extender, Boeing"
.
March Field Air Museum In Riverside, CA
. 11 September 2001
. Retrieved
1 March
2024
.
- ^
"McDonnell Douglas KC-10A Extender"
.
National Museum of the United States Air Force™
. 15 April 2024
. Retrieved
18 April
2024
.
- ^
a
b
Steffen 1998, p. 107.
- ^
Lednicer, David.
"The Incomplete Guide to Airfoil Usage"
.
m-selig.ae.illinois.edu
. Retrieved
16 April
2019
.
- Bibliography
- Eden, Paul, ed. (2004).
The Encyclopedia of Modern Military Aircraft
. London: Amber Books.
ISBN
978-1-904687-84-9
.
- Endres, Gunter (1998).
McDonnell Douglas DC-10, Volume 10
. Grand Rapids, Michigan: Zenith Imprint.
ISBN
978-0-7603-0617-8
.
- Frawley, Gerard (2002).
The International Directory of Military Aircraft, 2002?2003
. Fyshwick, Australia: Aerospace Publications.
ISBN
978-1-875671-55-7
.
- Steffen, Arthur A. C. (1998).
McDonnell Douglas DC-10 and KC-10 Extender
. Hinckley, Leicester, UK: Midland Publishing.
ISBN
978-1-85780-051-7
.
- van der Mark, Kees (December 2019). "First Dutch KDC-10 retired from service".
Air International
. Vol. 97, no. 6. p. 7.
ISSN
0306-5634
.
- Veronico, Nick; Dunn, Jim (2004).
21st Century U.S. Air Power
. Grand Rapids, Michigan: Zenith Imprint.
ISBN
978-0-7603-2014-3
.
[
permanent dead link
]
- Waddington, Terry (2000).
McDonnell Douglas DC-10
. Miami, Florida: World Transport Press.
ISBN
978-1-892437-04-4
.
External links
[
edit
]
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