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Boeing 707 - Military and Government Operated Variants
 http://www.air-and-space.com/Boeing%20707%20Military.htm
Malo opsirniji text o varijantama na bazi B-707
Citat:C-135
Derived from Boeing's prototype 707 jet airliner in the early 1950s, the C-135 has been a visible successful partner of the Air Force since the first one was acquired in August 1956. Although most of the 820 units have been KC-135A Stratotankers for the air refueling mission, they have also performed numerous transport and special-duty functions.
EC-135 Looking Glass
A mark of America's strategic excellence is its preeminent ability to command, control, and communicate with its nuclear forces. An essential element of that ability is the Airborne Command Post, also called "Looking Glass.", which was retired from service on 01 October 1998. Its highly-trained crew and staff ensured there wass always an aircraft ready to direct bombers and missiles from the air should ground-based command centers become inoperable. Looking Glass guaranteed that U.S. strategic forces would act only in the precise manner dictated by the President.
The now-deactivated Strategic Air Command (SAC) began the mission on February 3, 1961. It took the nickname Looking Glass because the mission mirrored ground-based command, control, and communications. From that date, a Looking Glass aircraft was in the air at all times 24 hours a day, 365 days a year for more than 29 years. On July 24, 1990, Looking Glass ceased continuous airborne alert, but it remained on ground or airborne alert 24 hours a day. Crews accumulated more than 281,000 accident-free flying hours.
The Looking Glass aircraft is an EC-135, a Boeing 707 airframe loaded with high-tech communication equipment. Its battle staff, when airborne, was under the command of a flag officer -- an Air Force general officer or a Navy admiral. General and flag officers were from the United States Strategic Command (USSTRATCOM), United States Transportation Command (USTRANSCOM), Air Force Air Combat Command (ACC), Air Force Space Command (AFSPC), Navy's Commander, Submarine Group NINE, Pacific (COMSUBGRU NINE) and Commander, Submarine Group TEN, Atlantic (COMSUBGRU TEN).
KC-135R Stratotanker
The KC-135 Stratotanker's primary mission is to refuel long-range bombers. It also provides aerial refueling support to Air Force, Navy, Marine Corps and allied aircraft.Four turbojets, mounted under wings swept 35 degrees, power the KC-135. Nearly all internal fuel can be pumped through the tanker's flying boom, the KC-135's primary fuel transfer method. A special shuttlecock-shaped drogue, attached to and trailed behind the flying boom, is used to refuel aircraft fitted with probes. An operator stationed in the rear of the plane controls the boom. A cargo deck above the refueling system holds passengers or cargo. Depending on fuel storage configuration, the KC-135 can carry up to 83,000 pounds (37,350 kilograms) of cargo.
The KC-135 tanker fleet made an invaluable contribution to the success of Operation Desert Storm in the Persian Gulf, flying around-the-clock missions to maintain operability of allied warplanes. The KC-135s form the backbone of the Air Force tanker fleet, meeting the aerial refueling requirements of bomber, fighter, cargo and reconnaissance forces, as well as the needs of the Navy, Marines and allied nations.
Because the KC-135A's original engines are of 1950s technology, they don't meet modern standards of increased fuel efficiency, reduced pollution and reduced noise levels. By installing new, CFM56 engines, performance is enhanced and fuel off-load capability is dramatically improved. In fact, the modification is so successful that two-re-engined KC-135Rs can do the work of three KC-135As. This improvement is a result of the KC-135R's lower fuel consumption and increased performance which allow the tanker to take off with more fuel and carry it farther. Since the airplane can carry more fuel and burn less of it during a mission, it's possible to transfer a much greater amount to receiver aircraft.
The quieter, more fuel-efficient CFM56 engines are manufactured by CFM International, a company jointly owned by SNECMA of France, and General Electric of the U.S. The engine is an advanced-technology, high-bypass turbofan; the military designation is F108-CF-100. Related system improvements are incorporated to improve the modified airplane's ability to carry out its mission, while decreasing overall maintenance and operation costs. The modified airplane is designated a KC-135R.
Because the KC-135R uses as much as 27 percent less fuel than the KC-135A, the USAF can expect huge fuel savings by re-engining its fleet of KC-135s - about $1.7 billion over 15 years of operation. That's enough to fill the gas tanks of some 7.7 million American cars each year for a decade and a half. Annual savings are estimated to be about 2.3 to 3.2 million barrels of fuel, about three to four percent of the USAF's annual fuel use. This equals the fuel needed to provide electrical power for 145 days to a city of 350,000 to 400,000.
Re-engining with the CFM56 engines also results in significant noise reductions. Area surrounding airports exposed to decibel noise levels is reduced from over 240 square miles to about three square miles. This results in a reduction in the noise impacted area of more than 98 percent. Maximum take-off decibel levels drop from 126 to 99 decibels. This meets the tough U.S. Federal Air Regulation standards -- a goal for commercial aircraft operated within the U.S. In addition, smoke and other emission pollutants are reduced dramatically.
Boeing has delivered approximately 400 re-engined KC-135Rs and is under contract for about 432 re-engine kits. Each kit includes struts, nacelles, 12.2 miles of wiring, and other system modification components. Engines are purchased directly by the Air Force from CFM International.
Boeing has completed work on a program to re-engine all KC-135As in the Air Force Reserve and Air National Guard fleet -- a total of 161 airplanes. In that modification program, which began in 1981, KC-135As were modified with refurbished JT3D engines taken from used, commercial 707 airliners. After modification, the airplanes are designated KC-135Es. This upgrade, like the KC-135R program, boosts performance while decreasing noise and smoke pollution levels. The modified KC-135E provides 30 percent more powerful engines with a noise reduction of 85 percent.
The program included acquisition of used 707s, procurement of purchased parts and equipment, basic engineering, some parts manufacturing, and refurbishment and installation of the engines, struts and cowling. Kits also included improved brakes, cockpit controls and instruments.
OC-135 Open Skies
The Open Skies Treaty, signed on 24 March 1992, provides for nearly unrestricted aerial data collection reconnaissance flights over the entire territories of the U.S. and the 26 other signatory countries. Flights are intended to enhance mutual understanding and confidence. The only restrictions on an Open Skies mission are sensor resolution, distance of the data collection flight, and safety of flight considerations. Signatories include all NATO countries, Russia, Ukraine, Belarus, Hungary, Poland, Romania, Czech Republic, Slovakia, Bulgaria, and Kirgizstan. To date, Japan, South Korea, Australia, and several Middle Eastern nations have expressed interest.
The Open Skies Treaty was first proposed by President Dwight Eisenhower to Soviet Premier Nikita Krushchev at the Geneva Conference of 1955. The Soviets rejected the concept and it lay dormant for a generation. In May 1989, the US reintroduced the idea of Open Skies as an instrument of confidence building. The Treaty enhances mutual understanding and confidence by giving all participating countries, regardless of size, a direct role in gathering information about military forces and activities of concern to them. It permits short-notice, unrestricted aerial observation flights over the territory of each signatory.
Three OC-135Bs were modified to perform the Open Skies mission; two PAA and one BAI. The first OC-135 was first assigned to the 24th Reconnaissance Squadron, at Offutt AFB, NE in October 1993. Two more OC-135Bs were delivered by the end of 1996.
The OC-135B Open Skies Observation Aircraft supports the Open Skies Treaty. The aircraft flies unarmed observation flights over participating parties of the treaty. The aircraft is a modified WC-135B. The OC-135B modifications center around four cameras installed in the rear of the aircraft. Since its primary mission is to acquire imagery, most of the installed equipment and systems provide direct support to the cameras and the camera operator. Modifications also included installing an auxiliary power unit, crew luggage compartment, sensor operator console, flight following console and upgraded avionics.
Because some of the above countries use non-directional beacons (NDBs) to define navigation routes or as primary or backup instrument approaches to their airfields, the OC-135s require more reliable and accurate ADFs than are currently on board to ensure safe operations. The existing ADF (DFA-70) is rapidly becoming no longer reliable and maintainable. In fact, the other aircraft at Offutt have long since had their FDFA-70s replaced. Accurate and reliable ADFs are absolutely essential to the safe operation of the OC-135. Without them, a significant risk of Air Traffic Control violations with resultant diplomatic embarrasment, and potential loss of aircraft and crew exist Replace the existing ADF system on the OC-135 with the Collins ARN-149(V)-2 system, which is identical to that on the RC-135.
RC-135V/W Rivet Joint
The USAF RC-135V/W RIVET JOINT surveillance aircraft are equipped with an extensive array of sophisticated intelligence gathering equipment enabling military specialists to monitor the electronic activity of adversaries. Also known as "RJ", the aircraft are sometimes called "hogs" due to the extended "hog nose" and "hog cheeks". RIVET JOINT has been widely used in the 1990's -- during Desert Storm, the occupation of Haiti, and most recently over Bosnia. Using automated and manual equipment, electronic and intelligence specialists can precisely locate, record and analyse much of what is being done in the electromagnetic spectrum.
The fleet of 14 RIVET JOINT aircraft increased to 15 in late 1999 with the addition of a converted C-135B. The jet's conversion cost about $90 million. The Rivet Joint fleet is currently undergoing significant airframe, navigational and powerplant upgrades which include re-engining from the TF-33 to the CFM-56 engines used on the KC-135R and upgrade of the flight deck instrumentation and navigational systems to the AMP standard. The AMP standard includes conversion from analog readouts to a digital “glass cockpit” configuration.
The Air Force plans to spend at least $1.4 billion to keep the RC-135 Rivet Joint (RJ) fleet flying through 2018. The service also plans to modify a recently retired Air National Guard KC-135 tanker, turning it into the Air Force’s 17th RJ signals-intelligence aircraft.
Basic roles include:
providing indications about the location and intentions of enemyforces and warnings of threatening activity
broadcasting a variety of direct voice communications. Of highest priority are combat advisory broadcasts and imminent threat warnings that can be sent direct to aircraft in danger
operating both data and voice links to provide target info to US ground based air defenses
WC-135W CONSTANT PHOENIX
The CONSTANT PHOENIX WC-135W serves as an aerial collection platform for the detection and identification of debris from nuclear weapons detonations. It is controlled by the Air Force Technical Applications Center (AFTAC) and operated by the 45th Reconnaissance Wing at Offutt Air Force Base in Nebraska
For many years the ten WC-135B weather reconnaissance airplanes flew global missions in support of weather analysis, nuclear detection, and scientific research. A single WC-135W [61-2667] is currently assigned to the 45th RS, 55th Wg at Offutt AFB. This mission was previously conducted by WC-135W 61-2665, which was retired to AMARC in September 1996.
The WC-135W Constant Phoenix aircraft collects particulate and gaseous debris from the accessible regions of the atmosphere in support of the Limited Nuclear Test Ban Treaty of 1963. The AFTAC aircaft was used to monitor the Limited Test Ban Treaty of 1963 and was deployued in 1986 to track radioactive debris after the meltdown of the Soviet nuclear reactor at Chernobyl as well as a Chinese nuclear test in the early 1990s. A WC-135W aircraft from the 45th Reconnaissance Wing at Offutt Air Force Base in Nebraska, the only US airborne sampling platform, was deployed to south Asia after the Indian and Pakistani tests to determine the magnitude of the blasts.
In October 2002, the US WC135W plane flew to the Kadena US base in Okinawa. The plane was equipped with radioactivity detectors. The plane was sent to check for possible nuclear weapons tests by North Korea. As the Korean nuclear crisis escalated, US spy planes stepped up activities around the strategic Japanese island of Okinawa. The WC-135W plane, which helps collect and identify debris from nuclear weapons detonations, returned to Okinawa's Kadena airbase on 04 February 2003.
Equipped with special filters and samplers, the lone WC-135W serves primarily as an aerial detection platform. Among the many agencies that rely upon information collected by the WC-135W is the Air Force Technical Applications Center (AFTAC), which is responsible for the detection and identification of atomic explosions or their aftermath.
Future upgrades call for migrating to Advanced Atmospheric Research Equipment (AARE), which will be flown on RC-135 trainer aircraft.
VC-137B/C Stratoliner
The VC-137 provided transportation for the vice president, cabinet and congressional members, and other high-ranking US and foreign officials. It also served as a backup for Air Force One, the presidential aircraft. C-137 aircraft are modified B-707 aircraft with 1950's airframe technology that do not comply with FAA Stage 3 restrictions. Additionally, the FAA mandated aging aircraft inspections requirements negatively affect the maintainability and availability of the C-137 fleet. These aircraft were already expensive to fly, needing fuel stops and ground support equipment, and the resultant additional security and time required.
A Statement of Need and Operational Requirements Document was validated for replacing the C-137 with a VC-X aircraft. Therefore the 89th Airlift Wing received four new Boeing 757-200 aircraft in 1998, designated C-32A, and two Gulfstream V aircraft designated C-37A. The VC-137 aircraft were retired from the presidential airlift fleet. The C-32A is more efficient and powerful than its VC-137 predecessor.
Serving as the primary high volume, long range aircraft in the SAM fleet, these modified B-707s were normally used by Cabinet level and above officials on international missions. Although the most visible of the SAM aircraft, their 1950s technology made them the aircraft with the most shortcomings. None of these aircraft met FAA Stage III noise pollution restrictions. Therefore, due to their noise signature, numerous airports restricted or prohibited C-137 operations, and the number was increasing. Additionally, none of these aircraft complied with ICAO’s Future Air Navigation System (FANS) requirements. As the FANS requirements began implementation in 1997, severe restrictions on non-compliant aircraft prohibited operations in the Minimum Navigation Performance Standard (MNPS) airspace and in the North Atlantic Track (NAT) region. These restrictions forced non-compliant aircraft out of the optimal air route and altitude structure, thereby increasing operating costs by extending flight times and fuel consumption. Finally, FAA mandated aging aircraft inspections drastically escalated the cost, maintainability, and availability of the C-137 fleet. Due to the enormous cost of these additional inspections, two C-137Bs were retired in 1996, leaving five remaining in the fleet.
The VC-137B/C Stratoliner is a modified version of the Boeing 707 commercial intercontinental airliner that, for many years, was the presidential aircraft. Today, the president's aircraft, is the VC-25A. The VC-137B/C body is identical to that of the Boeing 707, but has different interior furnishings and electronic equipment. The passenger cabin is divided into three sections:
The forward area has a communications center, galley, lavatory and an eight-seat compartment.
The center section is designed as an airborne headquarters with conference tables, swivel chairs, projection screen for films and two convertible sofa-bunks.
The rear section of the cabin contains double reclining passenger seats, tables, galley, two lavatories and closets. Partitions may be placed throughout the cabin for added privacy.
15 - C-135A - (Model 707-157) - first flight May 19, 1961
30 - C-135B - (Model 707-158) - upgraded engines
39 - EC-135C - airborne control center
26 - NKC-135 - modified for experiments
732 - KC-135A - tanker
17 - KC-135B - tanker
161 - KC-135E - re-engined with salvaged 707 engines
12 - KC-135F - French AF for refuelling "Mirage" IVA
371 - KC-135R - CFM International F108-CF-100 engines
56 - KC-135Q - special tanker for SR-71
55 - KC-135T - special tanker for SR-71 - reengined
3 - OC-135 - Open Skies observation aircraft
4 - RC-135A - (Model 739-700) - reconnaisance aircraft
10 - RC-135B - (Model 739-445B) - electronic reconnaisance aircraft
5 - VC-135B - VIP transport version of C-135B
10 - WC-135C - weather reconnaisance aircraft
E-3 Sentry (AWACS)
The E-3 Sentry is an airborne warning and control system (AWACS) aircraft that provides all-weather surveillance, command, control and communications needed by commanders of U.S. and NATO air defense forces. As proven in Desert Storm and Operation Allied Force, it is the premier air battle command and control aircraft in the world today.
The E-3 Sentry is a modified Boeing 707/320 commercial airframe with a rotating radar dome. The dome is 30 feet (9.1 meters) in diameter, six feet (1.8 meters) thick, and is held 11 feet (3.3 meters) above the fuselage by two struts. It contains the million-watt, Doppler Radar System that permits surveillance from the Earth's surface up into the stratosphere, over land or water. The radar has a range of more than 200 miles (320 kilometers) for low-flying targets and farther for aerospace vehicles flying at medium to high altitudes. The radar combined with an identification friend or foe subsystem can look down to detect, identify and track enemy and friendly low-flying aircraft by eliminating ground clutter returns that confuse other radar systems.
The radar and computer subsystems on the E-3 Sentry can gather and present broad and detailed battlefield information. Data is collected as events occur. 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 time of crisis, this data can be forwarded to the National Command Authorities in the United States. Other major subsystems in the E-3 are navigation, communications and computers (data processing). 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.
In support of air-to-ground operations, the Sentry can provide direct information needed for interdiction, reconnaissance, airlift and close-air support for friendly ground forces. It can also provide information for commanders of air operations to gain and maintain control of the air battle. As an air defense system, E-3s can detect, identify and track airborne enemy forces far from the boundaries of the United States or NATO countries. It can direct fighter-interceptor aircraft to these enemy targets. The aircraft can be used as a surveillance asset in support of other government agencies during counter drug operations. US Customs Service officers may fly aboard the E-3 Sentry on precoordinated missions to detect smuggling activities.
E-8 JSTARS Joint Surveillance Target Attack Radar System
The Joint Surveillance Target Attack Radar System (Joint STARS) is a long-range, air-to-ground surveillance system designed to locate, classify and track ground targets in all weather conditions. While flying in friendly airspace, the joint Army-Air Force program can look deep behind hostile borders to detect and track ground movements in both forward and rear areas. It has a range of more than 150 miles (250 km). These capabilities make Joint STARS effective for dealing with any contingency, whether actual or impending military aggression, international treaty verification, or border violation.
The program was initially known as JSTARS, and subsequently designated Joint STARS. With the transition of the system to operational status with Air Combat Command, systems names currently under consideration include Sentinel II [aircraft previously named Sentinel include the World War II vintage Army Air Forces Stinson L5 and the Marine Corps Convair OY-1 and OY-2 light observation aircraft, and the unbuilt Lockheed P-3 airborne early warning and control aircraft proposal of 1984], Excalibur [a name once considered for the B-1B Lancer], and Night Owl.
EC-18 ARIA
The two EC-18B Advanced Range Instrumentation Aircraft were retired 24 August 2001. Both EC-18Bs assigned to Edwards AFB were transferred to the Air Force's Joint STARS program by September 2001. The costs associated with maintaining the aircraft and its capability became a major factor in ending the ARIA program.
The 452nd Flight Test Squadron at Edwards Air Force Base operated a variety of unique, highly modified C-135 and C-18 aircraft to plan and execute DoD, NASA, and operational flight test programs. Missions supported include worldwide telemetry gathering, international treaty verification, spacecraft launches, ballistic missile defense, electronic combat and vulnerability analysis, aircraft icing tests, and aerial refueling certification.
The 452 FLTS accomplished its primary mission using the Advanced Range Instrumentation Aircraft (ARIA) and the Cruise Missile Mission Control Aircraft (CMMCA). The ARIA, which originally stood for Apollo Range Instrumentation Aircraft, traveled the globe and serve as airborne tracking and telemetry data-recording and relay stations. They flew over land where ground tracking stations are limited by geographical constraints and over broad ocean areas where tracking stations do not exist. The unit supported a variety of national and international customers, both military and commercial, including NASA and Department of Defense missions supporting unmanned space launches, cruise missile tests, Army, Navy and Air Force ballistic missile tests and space shuttle launches.
The Advanced Range Instrumentation Aircraft (ARIA - pronounced Ah-RYE-ah) were EC-135E and EC-18B aircraft used as flexible airborne telemetry data recording and relay stations. These aircraft were designed and developed to supplement land and marine telemetry stations in support of DOD and NASA space and missile programs. The ARIA have the capability to acquire, track, record, and retransmit telemetry signals, primarily in the S-band (2200-2400 MHz) frequency range. ARIA possesses a sagging and misshapen nose as its most distinguishing feature, earning it the nicknames "Droop Snoot" and "Snoopy Nose." The bird's bulbous beak is actually a 10-foot radome housing a seven-foot steerable dish antenna.
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