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[4S_Vega]

Boeing 707
C-135 Stratolifter - KC-135 Stratotanker - E-3 Sentry

by GIO

air.ini

Boeing-707  air.Boeing_707 1  NOINFO usa01 SUMMER
C-135A  air.C_135A 1  NOINFO usa01 SUMMER
C-135E  air.C_135E 1  NOINFO usa01 SUMMER
KC-135A_boom  air.KC_135A 1  NOINFO usa01 SUMMER
KC-135A_drogue  air.KC_135A_Drogue 1  NOINFO usa01 SUMMER
KC-135E_boom  air.KC_135E 1  NOINFO usa01 SUMMER
KC-135E_drogue  air.KC_135E_Drogue 1  NOINFO usa01 SUMMER
KC-135R_boom  air.KC_135R 1  NOINFO usa01 SUMMER
KC-135R_drogue  air.KC_135R_Drogue 1  NOINFO usa01 SUMMER
RC-135A  air.RC_135A 1  NOINFO usa01 SUMMER
E-3A  air.E_3A 1  NOINFO usa01 SUMMER

plane

Boeing-707      Boeing 707-320B, 1962
C-135A      Boeing C-135A Stratolifter, 1957
C-135E      Boeing C-135E Stratolifter, 1962
KC-135A_boom   Boeing KC-135A Stratotanker(Boom), 1957
KC-135A_drogue   Boeing KC-135A Stratotanker(Drogue), 1957
KC-135E_boom   Boeing KC-135E Stratotanker(Boom), 1977
KC-135E_drogue   Boeing KC-135E Stratotanker(Drogue), 1977
KC-135R_boom    Boeing KC-135R Stratotanker(Boom), 1987
KC-135R_drogue  Boeing KC-135R Stratotanker(Drogue), 1987
RC-135A      Boeing RC-135A Stratolifter, 1960
E-3A            Boeing E-3A Sentry, 1980

During and after World War II, Boeing was known for its military aircraft. The company had produced innovative and important bombers, from the B-17 Flying Fortress and B-29 Superfortress, to the jet-powered B-47 Stratojet and B-52 Stratofortress. The company's civil aviation department lagged far behind Douglas and other competitors, the only noteworthy airliners being the Boeing 314 Clipper and 307 Stratoliner. During 1949–1950, Boeing embarked on studies for a new jet transport, realizing that any design must be aimed at both the military and civilian markets. At the time, aerial refueling was becoming a standard technique for military aircraft, with over 800 KC-97 Stratofreighters on order. With the advent of the Jet Age, a new tanker was required to meet the USAF's fleet of jet-powered bombers; this was where Boeing's new design would potentially win military orders.
Boeing studied numerous wing and engine layouts for its new transport/tanker, some of which were based on the B-47 and C-97, before settling on 367−80. The "Dash 80" took less than two years from project launch in 1952 to rollout on May 14, 1954, then first flew on July 15, 1954. It was powered by the Pratt & Whitney JT3C turbojet engine, which was the civilian version of the J57 used on many military aircraft of the day, including the F-100 Super Sabre fighter and the B-52 bomber. The prototype was a proof-of-concept aircraft for both military and civilian use. The United States Air Force was the first customer, using it as the basis for the KC-135 Stratotanker aerial refueling platform.
Whether the passenger 707 would be profitable was far from certain. At the time, Boeing was making nearly all of its money from military contracts: Its last passenger transport, the Boeing 377 Stratocruiser, had netted the company a $15 million loss before it was purchased by the Air Force as the KC-97 Stratofreighter. In a demonstration flight over Lake Washington outside Seattle, on August 7, 1955, test pilot Tex Johnston performed a barrel roll in the 367-80 prototype.
The 132-inch (3.35 m) wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like the Stratocruiser. Answering customers' demands and under Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to 144 in (3,660 mm) to allow five-abreast seating and use of the KC-135's tooling. Douglas Aircraft had launched its DC-8 with a fuselage width of 147 in (3,730 mm). The airlines liked the extra space and six-abreast seating, so Boeing increased the 707's width again to compete, this time to 148 in (3,760 mm).
The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958. Both test pilots Joseph John "Tym" Tymczyszyn and James R. Gannett were awarded the first Iven C. Kincheloe Award for the test flights that led to certification. A number of changes were incorporated into the production models from the prototype. A Krueger flap was installed along the leading edge between the inner and outer engines on early 707-120 and −320 models.

Boeing 707-320


 

The Boeing C-135 Stratolifter is a transport aircraft derived from the prototype Boeing 367-80 jet airliner (also the basis for the 707) in the early 1950s. It has a narrower fuselage and is shorter than the 707. Boeing gave the aircraft the internal designation of Model 717. Since the first one was built in August 1956, the C-135 and its variants have been a fixture of the United States Air Force.
A large majority of the 820 units were developed as KC-135A Stratotankers for mid-air refueling. However, they have also performed numerous transport and special-duty functions. Forty-five base-model aircraft were built as C-135A or C-135B transports with the tanking equipment excluded. As is the case with the KC-135, the C-135 is also recognized as the Model 717 by Boeing.

C-135A/E
Fifteen C-135As, powered by Pratt & Whitney J57 turbojets, were built. In later years, almost all were upgraded with Pratt & Whitney TF33 turbofan engines and wide-span tail planes, and were re-designated C-135E. Most were converted to various special roles, including airborne command posts, missile-tracking platforms, and VIP transports, and were withdrawn throughout the 1990s.




The KC-135 was derived from the Boeing 367-80 jet transport "proof of concept" demonstrator, which was commonly called the "Dash-80". The KC-135 is similar in appearance to the 707, but has a narrower fuselage and is shorter than the 707. The KC-135 predates the 707, and is structurally quite different from the civilian airliner. Boeing gave the future KC-135 tanker the initial designation Model 717.

In 1954 USAF's Strategic Air Command (SAC) held a competition for a jet-powered aerial refueling tanker. Lockheed's tanker version of the proposed Lockheed L-193 airliner with rear fuselage-mounted engines was declared the winner in 1955. Since Boeing's proposal was already flying, the KC-135 could be delivered two years earlier and Air Force Secretary Harold E. Talbott ordered 250 KC-135 tankers until the Lockheed's design could be manufactured. In the end, orders for the Lockheed tanker were dropped rather than supporting two tanker designs. Lockheed never produced its jet airliner, while Boeing would eventually dominate the market with a family of airliners based on the 707.

In 1954, the Air Force placed an initial order for 29 KC-135As, the first of an eventual 820 of all variants of the basic C-135 family. The first aircraft flew in August 1956 and the initial production Stratotanker was delivered to Castle Air Force Base, California, in June 1957. The last KC-135 was delivered to the Air Force in 1965.

Developed in the early 1950s, the basic airframe is characterized by 35-degree 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 hi-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 actually a different aircraft.

Reconnaissance and command post variants of the aircraft, including the RC-135 Rivet Joint and EC-135 Looking Glass aircraft were operated by SAC from 1963 through 1992, when they were reassigned to the Air Combat Command (ACC). The USAF EC-135 Looking Glass was subsequently replaced in its role by the U.S. Navy E-6 Mercury aircraft, a new build airframe based on the Boeing 707-320B.
All KC-135s were originally equipped with Pratt & Whitney J-57-P-59W turbojet engines, which produced 10,000 lbf (44 kN) of thrust dry, and approximately 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.
A nose-on view of several reworked KC-135R aircraft taxiing prior to takeoff. The new engines are CFM56-2 high-bypass turbofans.
In the 1980s the first modification program retrofitted 157 Air Force Reserve (AFRES) and Air National Guard (ANG) tankers with the Pratt & Whitney TF-33-PW-102 turbofan engines from 707 airliners retired in the late 1970s and early 1980s. The modified tanker, designated the KC-135E, was 14% more fuel-efficient than the KC-135A and could offload 20% more fuel on long-duration flights. (The difference is that the A-model's empty weight is 104,000 lb (47,000 kg), while the E-model has an empty weight of 115,000 lb (52,000 kg); both have the same maximum takeoff weight. Therefore, the A-model could take off with a maximum fuel load of 200,000 lb (91,000 kg), while the E-model could take off with a fuel load of only up to 190,000 lb (86,000 kg). Only the KC-135E aircraft were equipped with thrust-reversers for aborted takeoffs and shorter landing roll-outs. The KC-135E fleet has since either been retrofitted as the R-model configuration or placed into long-term storage ("XJ"), as Congress has prevented the Air Force from formally retiring them. The final KC-135E, tail number 56-3630, was delivered by the 101st Air Refueling Wing of the Maine Air National Guard to the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis–Monthan Air Force Base in September 2009.

The second modification program retrofitted 500 aircraft with new CFM International CFM56 (military designation: F108) high-bypass turbofan engines produced by General Electric and Snecma. The CFM56 engine produces approximately 22,500 lbf (100 kN) of thrust, nearly a 100% increase compared to the original J-57 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.

The KC-135R's operational range is 60% greater than the KC-135E for comparable fuel offloads, providing a wider range of basing options.

No longer in consideration, upgrading the remaining KC-135Es into KC-135Rs would have cost about US$3 billion, about $24 million per aircraf According to Air Force data, the KC-135 fleet had a total operation and support cost in fiscal year 2001 of about $2.2 billion. The older E model aircraft averaged total costs of about $4.6 million per aircraft, while the R models averaged about $3.7 million per aircraft. Those costs include personnel, fuel, maintenance, modifications, and spare parts.


KC-135A
Original production version powered by four Pratt & Whitney J57s, 732 built. Given the Boeing model numbers 717-100A, 717-146 and 717-148.


KC-135E
Air National Guard and Air Force Reserve KC-135As re-engined with Pratt & Whitney TF-33-PW-102 engines from retired 707 airliners (161 modified). All E model aircraft were retired to the 309th AMARG at Davis-Monthan AFB by September 2009 and replaced with R models



KC-135R
KC-135As and some KC-135Es re-engined with CFM-56 engines, at least 361 converted.



RC-135A
Four RC-135As (63-8058 through 8061) were photo mapping platforms utilized briefly by the Air Photographic & Charting Service, based at Turner Air Force Base, Georgia and later at Forbes Air Force Base, Kansas as part of the 1370th Photographic Mapping Wing. The mission was soon assumed by satellites, and the RC-135As were de-modified and used as staff transports. In the early 1980s they were further converted to tankers with the designation KC-135D (of the same basic configuration as the KC-135E, plus some remaining special mission equipment). Due to delays in reinstalling their original equipment, the RC-135As were the last of the entire C-135 series delivered to the USAF. The Boeing model number for the RC-135A is 739-700.


E-3 Sentry
The E-3 Sentry's airframe is a modified Boeing 707-320B Advanced model. USAF and NATO E-3s have an unrefueled range of some 4,000 mi (6,400 km) or eight hours of flying. The newer E-3 versions bought by France, Saudi Arabia, and the UK are equipped with newer CFM56-2 turbofan engines, and these can fly for about 11 hours or about 5,000 mi (8,000 km). The Sentry's range and on-station time can be increased through air-to-air refueling and the crews can work in shifts by the use of an on-board crew rest and meals area.

When deployed, the E-3 monitors an assigned area of the battlefield and provides information for commanders of air operations to gain and maintain control of the battle; while as an air defense asset, E-3s can detect, identify, and track airborne enemy forces far from the boundaries of the U.S. or NATO countries and can direct fighter-interceptor aircraft to these targets. In support of air-to-ground operations, the E-3 can provide direct information needed for interdiction, reconnaissance, airlift, and close-air support for friendly ground forces.

The unpressurized rotodome is 30 feet (9.1 m) in diameter, six feet (1.8 m) thick at the center, and is held 11 feet (3.4 m) above the fuselage by two struts. It is tilted down at the front to reduce its aerodynamic drag, which lessens its detrimental effect on take-offs and endurance (which is corrected electronically by both the radar and secondary surveillance radar antenna phase shifters). The rotodome uses bleed air, outside cooling doors, and fluorocarbon based cold plate cooling to maintain the electronic and mechanical equipment temperatures. The hydraulically rotated antenna system permits the Westinghouse Corporation's AN/APY-1 (uk) and AN/APY-2 passive electronically scanned array radar system to provide surveillance from the Earth's surface up into the stratosphere, over land or water.

Other major subsystems in the E-3 Sentry are navigation, communications, and computers. Fourteen consoles display computer-processed data in graphic and tabular format on video screens. Console operators perform surveillance, identification, weapons control, battle management and communications functions. The radar and computer subsystems on the E-3 can gather and present broad and detailed battlefield information. This includes position and tracking information on enemy aircraft and ships, and location and status of friendly aircraft and naval vessels. The information can be sent to major command and control centers in rear areas or aboard ships. In times of crisis, data can be forwarded to the National Command Authority in the U.S. via RC-135 or naval aircraft carrier task forces.

Electrical generators mounted on each of the E-3's four engines provide the one megawatt of electrical power that is required by the E-3's radars and other electronics. Its pulse-Doppler radar (PD) has a range of more than 250 mi (400 km) for low-flying targets at its operating altitude, and the pulse (BTH) radar has a range of approximately 400 mi (650 km) for aircraft flying at medium to high altitudes. The radar, combined with an secondary surveillance radar (SSR) and electronic support measures (ESM), provides a look down capability, to detect, identify, and track low-flying aircraft, while eliminating ground clutter (radar) returns.


E-3 Radar features

New revolutionary content created by western!
The E-3 can both indicate the position of the enemies to the player that flies on another plane of same army, he will read the txt inflight messages.
At the same time the player that fly on the Sentry can display the position of friends and enemies Aircraft on his radar screen, as well as missiles.
Very useful in multiplayer missions!

credits

Gio963tto: external 3d works
mm: Skins
western: all AWACS features
Vega: Plane Java & FM.

WARNING!! TO RUN THIS MOD YOU NEED:


JET ERA
https://www.sas1946.com/main/index.php/topic,15649.0.html

COMMON UTILS
https://www.sas1946.com/main/index.php?topic=40490.0

WEAPONS PACK VER. 1.3
https://www.sas1946.com/main/index.php/topic,48603.0.html

SAS Engine MOD western Full-pack
https://www.sas1946.com/main/index.php/topic,52489.0.html



Download Link
https://www.mediafire.com/file/hp4a1s116auz17i/C-135_V1.0_20181111.rar/file

[-Jäger-]

OH MY GOD this is crazy ,great addition 

[Vampire_pilot]

looks like an awesome job!
Many thanks to everyone involved

[Fresco23]

Excellent and long awaited! Testing it NOW! 

[danperin]

Amazing...

[Ranwers]

Big pack !

Thanks

[KingTiger503]

OH MY LORD, ITS AWESOME¡

The Master of the Mod is Vega, well done Vega, well done.


Best Regards KT503

[misalmar]

Congrats Gio
As usuall, very nice work!!!

[PhantomII]

Great mod! Many thanks to all involved.
Really love the E-3

[Fresco23]

No cockpit shows.

Log:
https://www.mediafire.com/file/fozt6bcm6avj4n9/log.rar/file

[Seb]

Thank you for the wonderful work.
E-3 is phenomenal.
greetings
Seb

[mm]

Few more skins for these birds you can find here:
http://www.mi-psi.eu/cs/c-135.html

mm