God, if you need a video with all the amazing sounds of the DC10, this is the one. Such an incredible airplane. KC10s fly over my house sometimes and I always run outside to watch them. Phenomenal plane.
I used to do that back in the 80s when i was a kid, i grew up in the takeoff path in Tijuana, when my dad and I hear those aeromexico DC10s we went outside to see them since they passed real low sometimes, good memories, cheers from Tijuana Mexico...
I always remember my years in Iceland on alert (F-15C/D's). They rotated KC-135's out of Mildenhall and the AWACS rotated out of Tinker in Oklahoma. Three things would happen. You would heard the phone ring, the KC-135 cranking, the AWACS cranking and then the Klaxon would go off and four F-15's would launch. A lot happened in less than 5 minutes. The wind blows like crazy in Iceland, especially in the winter. Saw some pretty awesome cross wind landings there. Seeing a large aircraft "crab" sideways until just before touchdown was pretty common. Iceland was a great assignment.
In the mid '80s we hauled F4s from the DC ANG unit who were on alert in Reykjavik. Fulll load of fuel, rotated on the last brick, hit a flock of birds, thankfully none went in an engine, but after we landed found a hole in a leading edge flap!
In 1985, i was a KC-135 boom operator, and my crew was the first KC-135 crew mated with the 57th FIS F-15's at Keflavik. Shortly after that rotation, in 1986, i crossed-trained into the KC-10's. They were blue and white back then. To me, the KC-10's will always be known as "The Gucci Bird." California Freestyle - March AFB CA. "Boom Stowed, Leaving Position."
@@damkayaker The "White Tops" as we called them had the grey lower fuselage, and the top of the cockpit was blue that narrowed down to a stripe between the upper white, and lower grey. First 28 were "White Tops" last one was delivered Sep 4, 1984. The follow on were a flat grey, and then a flat olive drab.
The reputation is deserve. It’s just the fault of MD their poor choice
2 года назад
Well deserved. The thing was a flying coffin for civilians. faulty hydraulic lines ran together , faulty cargo door, faulty wiring, faulty fan blades, faulty everything
@@Chrisp707- Hey Einstein, that was the DC10.....KC10 doesn't have lower fuselage cargo bins nor doors. Lower fuselage had a forward and aft body fuel tank. Full load of fuel, 350,000 pounds around 60,000 gallons. I flew them from 1981 until 1994, logged a tick over 4000 hours in them.
I used to like Western Airlines back in the day calling them the DC-10 "Spaceship". I remember those advertisements long ago as a kid growing up flying that aircraft.
The McDonnell Douglas KC-10 Extender is an American aerial refueling tanker 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. It incorporates military-specific equipment for its primary roles of transport and aerial refueling. 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). The U.S. Air Force has started retiring the KC-10, and it is expected that by September 2024 all operations of the "Big S3xy” will cease.
I don’t remember if it was the KC-10 or a different KC at Travis AFB back around 1996 but I remember a high pitch sound as the plane was taking off. (I flew down to Travis AFB from Fairchild AFB several times and the KC’s seemed to fly a lot at night (but not always) and the lodging was very close to the rather short runway so I’d hear them as I was trying to sleep.) The high pitch is sound is something I haven’t forgotten.
KC-10s are neither loud nor smoky, especially grading on a jet engine history curve. They sound like any big fan airliner since the '80s, which is basically what they are.
Aviation lover yeah I love it tbf... today I’ve seen a KC135R, a C130 and Galaxy C5M. Always used to get the C5A fly directly over the house and that sound was amazing. Usually see ospreys as well and the C130’s flying in 3’s so luxky
@@CapitolPilot I suspect they're less work than the B-52D's they replaced in my old SAC wing. I moved over to the 135s when the BUFFS left, and while they were less work than the old D model B-52s, the A model 135s were no prize pigs, either.
I never flew the 737max but seriously doubt the KC10 "MCAS" wasn't anything like the 737max. 14 years, 4000 hours in the KC10 and to be honest don't remember anything called the "MCAS". that had anything to do with the pitch trim. For my own edification, how much time do you have in the KC10?
@@joebagadonuts5573 Well yea it did. Im guessing you didn’t know about it because it wasn’t as potent as the 737. KC10 had mcas was because of CG shift as a result of the fuel if I remember correctly. Also, no I do not hold a rating in the KC/DC10 nor have I ever flow it.
@@blumac9801 If it had that system it would be covered in the Flight Manual, and I would have probably been aware of it seeing I flew them for 14 years. The CG "shift" was actually "controlled" by the FE insofar as he was the one with the fuel panel. With the 135 (which I also flew for 14 years) the fuel panel, which also was used to control the CG was operated by the pilots. The CG was controlled by "fuel sequence" in the 135. In the 135 and 10 fuel for offload could come from any of the tanks. In the 135 there were only two tanks that had A/R pumps, the KC10 also had A/R pumps, but could also offload using the transfer pumps. Also the KC10 being receiver capable had to deal with CG when fuel was being "onloaded". On both the 123 and 10 CG was also an issue when cargo was loaded, more so in the 10 because it could carry a lot more than the 135.
@@joebagadonuts5573 Didn’t really dawn on me at the moment but I am speaking of the KC-46 not the KC-10. I mistyped KC-10 instead of KC-46. The KC-10 doesn’t have an MCAS as does the KC-46. Makes sense that it wouldn’t be in the FCOM.
@@blumac9801 Got it...just noticed I put "123" when I meant '"135".......big difference......I flew the C7 (little brother to the C123) in SEA.....far cry from the 135 as our speed on final was-a blistering 51 knots....and our runway was 800 feet of dirt! Hee Hah! Mercifully I retired before the KC-46 came into the inventory. Worse the KC-10 I picked up from the factory has been taken to the boneyard! Sad!.......it was one helluva airplane!
they are performing a 180 degree turn at the end of the runway, that is the boom operator giving callouts to the crew as to where the main landing gear is in relation to the edge of the runway, the nosegear is like 20 feet behind the cockpit door.
@@slappymcgillicuddy7532 ah thank you! I figured it was some sort of visual exterior verification - I kinda figured it was to double check to ensure the boom was (still) secured in place.
@@steveo8991 When we made the 180 at the end to get more runway we used "spotters" because there were big heavy chains on each side of the runway that were a part of arresting system designed to "catch" a fighter. Got 14 years and 4000 hours in the KC10, made a lot of takeoffs from MLD.
@@steveo8991 I wonder of that might because they moved the arresting gear chains and used some other "arresting" with something that didn't take much time to "reset". Last time I went through MLD was '92 ish.
Yah, I think they know, since there is a crewman sticking his head out spotting from that door. Pretty sure its impossible to accidentally take off with an open door and no hull integrity. Thats what indicator lights are for.
The name of the channel is "Aviation Lover", but 3/4 of this video is an airplane NOT flying. Hmm.... I suppose you like filming semi-trucks sitting in a dock as well....
@@camhunter7648 Correct. There are not that many USAF fighters in Europe anymore, 3 squadrons in UK, two in both Italy and Germany, that's all. Less than 6% of Pentagon budget is spent in Europe according to US DoD.
