Boeing KC-135 Stratotanker vs Cirrus SR20

In service^[source]

United States Air Force Turkish Air Force Republic of Singapore Air Force (historical)^[source]

803^[source]

2,084 (through 2025)^[source]

1955–1965^[source]

1999–present^[source]

June 1957^[source]

31 August 1956^[source]

21 March 1995^[source]

Boeing 367-80^[source]

Boeing C-135 Stratolifter Boeing NC-135^[source]

up to 80 passengers / 83,000 lb (38,000 kg) or 6 463L pallets^[source]

3 passengers (4 using 60/40 flex seating in post-2012 models)^[source]

root: BAC 310/311/312; tip: BAC 313^[source]

124,000 lb (56,245 kg)^[source]

200,000 lb (90,718 kg) / 29,850 US gal (112,995 L; 24,855 imp gal)^[source]

American military aerial refueling tanker aircraft^[source]

In 1950, the USAF operated the world's first production aerial tanker, the Boeing KC-97 Stratofreighter , a gasoline-fueled, piston-engined Boeing Stratocruiser (USAF designation C-97 Stratofreighter ) with a Boeing-developed flying boom and extra kerosene (jet fuel) tanks feeding the boom. The Stratocruiser airliner was developed from the Boeing B-29 Superfortress bomber after World War II . In the KC-97, the mixed gasoline/kerosene fuel system was not desirable, and a jet-powered tanker aircraft obviously would be the next development, having a single type of fuel for both its own engines and for passing to receiver aircraft. The 230 mph (370 km/h) cruise speed of the slower, piston-engined KC-97 was also a serious issue, as using it as an aerial tanker forced the newer, jet-powered military aircraft to slow down to mate with the tanker's boom.^[source]Boeing KC-135 Stratotanker · Development / Background; only the objects and conditions stated in this passage

Developed in the early 1950s, the basic airframe is characterized by 35°, aft-swept wings and tail , four underwing-mounted engine pods, a horizontal stabilizer mounted on the fuselage near the bottom of the vertical stabilizer with positive dihedral on the two horizontal planes, and a high-frequency radio antenna, which protrudes forward from the top of the vertical fin or stabilizer. These basic features make it strongly resemble the commercial Boeing 707 and 720 aircraft, although it is a different aircraft.^[source]Boeing KC-135 Stratotanker · Development / Background; only the objects and conditions stated in this passage

All KC-135s were originally equipped with Pratt & Whitney J57-P-59W turbojet engines, which produced 10,000 lbf (44 kN) of thrust dry, and about 13,000 lbf (58 kN) of thrust wet . Wet thrust is achieved through the use of water injection on takeoff, as opposed to "wet thrust" when used to describe an afterburning engine . 670 US gallons (2,500 L) of water are injected into the engines over the course of three minutes. The water is injected into the inlet and the diffuser case in front of the combustion case. The water cools the air in the engine to increase its density; it also reduces the turbine gas temperature, which is a primary limitation on many jet engines. This allows the use of more fuel for proper combustion and creates more thrust for short periods of time, similar in concept to " war emergency power " in a piston-engined aircraft.^[source]Boeing KC-135 Stratotanker · Development / Engine retrofits; only the objects and conditions stated in this passage

The second modification program retrofitted 500 aircraft with new CFM International CFM56 (military designation: F108) high-bypass turbofan engines produced by General Electric and Safran . The CFM56 engine produces 22,000 lbf (98 kN) of thrust, nearly double compared to the original J57 engine. The modified tanker, designated KC-135R (modified KC-135A or E) or KC-135T (modified KC-135Q), can offload up to 50% more fuel (on a long-duration sortie), is 25% more fuel-efficient, and costs 25% less to operate than with the previous engines. It is also significantly quieter than the KC-135A, with noise levels at takeoff reduced from 126 to 99 decibels . This 27-decibel noise reduction results in a sound pressure level of about 5% of the original level. The KC-135R's operational range is 60% greater than the KC-135E for comparable fuel offloads, providing a wider range of basing options.^[source]Boeing KC-135 Stratotanker · Development / Engine retrofits; only the objects and conditions stated in this passage

The KC-135R has four turbofan engines, mounted under 35° swept wings, which power it to takeoffs at gross weights up to 322,500 pounds (146,300 kg). Nearly all internal fuel can be pumped through the tanker's flying boom , the KC-135's primary fuel transfer method. A boom operator stationed in the rear of the aircraft controls the boom while lying prone, viewing through a window at the bottom of the tail. Both the flying boom and operator's station are similar to those of the previous KC-97.^[source]Boeing KC-135 Stratotanker · Design; only the objects and conditions stated in this passage

A special shuttlecock-shaped drogue, attached to and trailing behind the flying boom, may be used to refuel aircraft fitted with probes. This apparatus is significantly more unforgiving of pilot error in the receiving aircraft than conventional trailing hose arrangements; an aircraft so fitted is incapable of refueling by the normal flying-boom method until the attachment is removed. A Cargo deck above the refueling system can hold a mixed load of passengers and cargo. Depending on fuel storage configuration, the KC-135 can carry up to 83,000 pounds (38,000 kg) of cargo.^[source]Boeing KC-135 Stratotanker · Design; only the objects and conditions stated in this passage

AMC managed 396 Stratotankers, of which the AFR and ANG flew 243 in support of AMC's mission as of May 2018. The KC-135 is one of a few military aircraft types with over 50 years of continuous service with its original operator as of 2009.^[source]Boeing KC-135 Stratotanker · Operational history; only the objects and conditions stated in this passage

The USAF projected that E and R models have lifetime flying hour limits of 36,000 and 39,000 hours, respectively. Accordingly, only a few KC-135s would reach these limits by 2040, when some aircraft would be about 80 years old. A 2005 USAF study estimated that KC-135Es upgraded to the R standard could remain in use until 2030.^[source]Boeing KC-135 Stratotanker · Operational history / Replacements; only the objects and conditions stated in this passage

In 2006, the KC-135E fleet was flying an annual average of 350 hours per aircraft. The KC-135R fleet was flying an annual average of 710 hours per aircraft. In March 2009, the Air Force indicated that KC-135s would require additional skin replacement to allow their continued use beyond 2018.^[source]Boeing KC-135 Stratotanker · Operational history / Replacements; only the objects and conditions stated in this passage

USAF KC-135A, 57-1513 , collided in mid-air with B-52F 57-0036 at 32,000 feet (9,800 m) over Leitchfield , Kentucky, killing all six on board both aircraft.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 56-3628 , crashed on takeoff in extremely gusty crosswind conditions at Roswell- Walker AFB , New Mexico. The airplane skidded into two other KC-135 tankers (57-1449 and 57–1457) and a hangar and burst into flames. The aircraft was on a training flight, but the instructor pilot was occupying the jump seat instead of one of the pilot seats as directed by the local commander. The destruction of three aircraft, along with the death of all six in the crew plus an additional two deaths on the ground made this a unique mishap.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 60-0352 on a flight from Ellsworth Air Force Base to Fairchild Air Force Base crashed into a mountain just 20 miles (32 km) northeast of Spokane , Washington. The flight hit fog on approach to the air base and hit Mount Kit Carson , a 5,271 ft (1,607 m) mountain. The crash killed all four crew and 40 passengers on board.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 61-0322 , collided in mid-air with KC-135A 61-0319 300 miles (480 km) west of Bermuda , killing all 11 on board both aircraft.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

A fatal collision occurred between a B-52G, 58-0256 , and a KC-135A, 61-0273 , flying out of Moron AB , Spain while flying over Palomares , Spain. The B-52G was on an Operation Chrome Dome mission, which required multiple air refuelings. The mishap caused both aircraft to break up in mid-air and killed all four crew members on the KC-135A and three of the seven on the B-52G, while causing radiological contamination, as nuclear weapons had to be recovered from on land and at sea, nearby.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 56-3613 , crashed into Shadow Mountain, foothill of Mount Spokane (elevation 4,340 ft (1,320 m) MSL) while descending towards Fairchild Air Force Base, killing all nine on board.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 55-3133 , crashed on landing at Wake Island, Micronesia. Aircraft developed engine problems while en route from Andersen AFB, Guam to Hickam AFB, Hawaii and during landing at Wake Island the aircraft contacted the surface of the water and bounced onto the east end of the runway. There were 11 fatalities out 56 persons on board.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 61-0296 , crashed while on approach to Wurtsmith Air Force Base, Michigan, killing 15 passengers and flight crew on board. The aircraft was flying a "First Team" mission taking 10 passengers to HQ-Strategic Air Command for briefings and orientation. The crew became distracted by a cabin pressurization problem after an intermediate stop and descended into a wooded area about 12 miles (19 km) southwest of Alpena, Michigan. There was one survivor, reportedly a crew chief who was in the boom operator aft station (boom pod) at the time of the crash.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

Illinois National Guard KC-135A, 58-0031 , exploded in mid-air at 13,700 feet (4,200 m) and crashed at Greenwood, Illinois , due to a possible overheated fuel pump, killing all 27 on board.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 60-0361 , crashed at Fairchild Air Force Base after encountering wake turbulence from a B-52, while practicing a low-level refueling display. The aircraft rolled 80 degrees to the left, which stalled both left side engines (#1 and #2). The crew was able to recover to wings level, but were too low and impacted the ground in an open area of the base. The accident killed all six on board and one person on the ground.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 60-0317 , crashed at Wurtsmith Force Base after a hard landing following a steep approach during crosswinds. The airplane went off the side of the runway and broke up. A fire erupted and killed all six crewmembers on board, while 10 passengers were able to jump to safety. Pilot error was determined as the cause of the accident.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135 suffered a failure of a sighting window next to the sextant port in the cockpit during a trans-Atlantic flight. A boom operator died when he was sucked partway through the 10-inch by 8-inch window opening as the cockpit depressurized. None of the 17 others on board were injured.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135A, 63-7990 , crashed on takeoff from Dyess AFB , Texas after the water-injection system for the Pratt & Whitney J-57 engines failed and the remaining "dry" thrust was insufficient for flight at the takeoff gross weight. The mission was scheduled as a non-stop flight to Hickam AFB /Honolulu Hawaii with an en route F-16 air refueling mission. 7 crew members and 12 passengers, including military spouses, retired military members and one child, were killed. The aircraft and crew were based at K I Sawyer AFB, Michigan.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

KC-135A, 56-3592 , from en route from Loring Air Force Base crashed into a hill along the west side of Trans-Canada Highway 2 at Carlingford , New Brunswick due to an overheated fuel pump, killing all four crew members. After five accidents involving fuel pump overheating, crews were to keep 3,000 pounds (1,400 kg) of fuel in the tank.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135R, 63-8886 , was damaged beyond economical repair when it was struck by a Tupolev Tu-154 of Altyn Air , EX-85718 , while stopped on a taxiway after landing at Manas Air Base . As the Tu-154 took off, its right wing struck the fairing of the KC-135R's No. 1 engine. The force of the impact nearly severed the No. 1 engine and destroyed a portion of the left wing. The resulting fire caused extensive damage to the KC-135. The Tu-154 lost about 6 feet (1.8 m) of its right wingtip, but was able to get airborne and return to the airport for an emergency landing. The tanker crew had been directed to use a taxiway which was not usable for night operations and the controller failed to note that they reported "holding short" of that taxiway, rather than "clear of" that point. The crew of the KC-135 evacuated the aircraft without serious injuries.^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

USAF KC-135R, 63-8877 , broke up in flight about eight minutes after taking off from Manas Air base in Kyrgyzstan , killing all three crew members. After investigation, it was determined that a rudder power control unit malfunction led to a Dutch roll oscillatory instability. Not recognizing the Dutch roll, the crew used the rudder to stay on course, which exacerbated the instability, leading to an unrecoverable flight condition. The over-stressed tail section detached and the aircraft broke apart soon after. The aircraft was at cruise altitude about 200 km west of Bishkek before it crashed in a mountainous area near the village of Chorgolu, close to the border between Kyrgyzstan and Kazakhstan .^[source]Boeing KC-135 Stratotanker · Accidents; only the objects and conditions stated in this passage

Capacity: up to 80 passengers / 83,000 lb (38,000 kg) or 6 463L pallets^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Length: 136 ft 3 in (41.53 m)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Wingspan: 130 ft 10 in (39.88 m)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Height: 41 ft 8 in (12.70 m)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Wing area: 2,433 sq ft (226.0 m 2 )^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Empty weight: 98,392 lb (44,630 kg)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Operating empty weight: 124,000 lb (56,245 kg)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Gross weight: 297,000 lb (134,717 kg)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Max takeoff weight: 322,500 lb (146,284 kg)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Fuel capacity: 200,000 lb (90,718 kg) / 29,850 US gal (112,995 L; 24,855 imp gal)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Powerplant: 4 × CFM International F108-CF-100 turbofan engines, 21,600 lbf (96.2 kN) thrust each^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Maximum speed: 504 kn (580 mph, 933 km/h)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Cruise speed: 460 kn (530 mph, 850 km/h) at 30,000 ft (9,100 m)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Range: 1,300 nmi (1,500 mi, 2,400 km) with 150,000 lb (68,039 kg) of transferable fuel^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Ferry range: 9,572 nmi (11,015 mi, 17,727 km)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Service ceiling: 50,000 ft (15,000 m)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Rate of climb: 4,900 ft/min (25 m/s)^[source]Boeing KC-135 Stratotanker · Specifications (KC-135R); only the objects and conditions stated in this passage

Cirrus SR22^[source]

3-bladed^[source]

56 kn (64 mph, 104 km/h) CAS^[source]