On 26th September 2024, KC-10 79-1948, using the symbolic callsign GUCCI10 departed Travis AFB, California, bound for Davis-Monthan AFB, Arizona. In doing so, it became the last KC-10 to be retired to storage at AMARG, bringing to an end an illustrious 43 year career with the USAF. In the first of a series of posts, Paul Dunn looks back on the KC-10’s USAF service, with photos from the GAR team and friends.

© Paul Dunn – Global Aviation Resource
The KC-10 Extender was the result of the Advanced Tanker Cargo Aircraft Program, which itself was a response to experience during the Vietnam War, and other incidents during the 1970s. At the time, the USAF’s primary tanker aircraft was the KC-135. The majority of these aircraft were assigned to Strategic Air Command’s Bombardment Wings and colocated with B-52s where they had one primary mission – in the event of an Emergency Action Message, the B-52s and KC-135s were to scramble, whereupon the tankers would pass fuel to the bombers to send them on their way to the target. What would happen next was unclear, but probably earned the 135 crews their nickname of TOADs – Take Off And Die.
With the onset of the Vietnam War, there was a demand for tankers to be deployed to support tactical operations. This placed a strain on the existing KC-135 fleet with SAC somewhat reluctant to release its tankers for operations in South East Asia; this would potentially affect the ability of the B-52s to fulfil their nuclear strike role, thereby reducing the effectiveness of SAC’s nuclear deterrent.

© Tom Gibbons – Global Aviation Resource

© Chris Wood – Global Aviation Resource

© Rob Edgcumbe – Global Aviation Resource
Additionally, during the 1973 Yom Kippur War, the USAF was tasked with supplying Israel with weapons and other materials. With MAC’s transport aircraft bound for Israel unable to land in Europe due to political restrictions, they were forced to carry a fraction of their normal load, due to a lack of tanker support.
These experiences led the USAF to conclude that the current tanker fleet was insufficient to support the missions that it was being assigned, and led to the Advanced Tanker Cargo Aircraft Program being launched in 1975. Contenders for the new tanker aircraft were the McDonnell Douglas DC-10, Boeing 747, Lockheed Tristar and C-5 Galaxy. The 747 and DC-10 had already been tested in simulated air refuelling profiles flown at Edwards AFB, and were considered the frontrunners for the contract.

© Paul Dunn – Global Aviation Resource

© Kevin Wills – Global Aviation Resource

© Kevin Wills – Global Aviation Resource
In 1977, it was announced that the DC-10 had been chosen as the new tanker and an initial order was placed for 12 aircraft, later increasing to a total of 60. Designated KC-10A Extender, the new aircraft was based on the civilian DC-10-30CF freighter aircraft, with some modifications for its new role. The underfloor cargo area found on passenger and freighter DC-10s was deleted, along with the lower cargo doors, and the area was replaced with additional fuel tanks, increasing the fuel capacity to 356,000 lbs (161,478 kg), approximately double that of the KC-135. Other modifications were made to remove unnecessary civilian systems and add military avionics, but even with these changes, the KC-10A retained approximately 88% commonality with its civilian counterpart, making parts and spares much easier to procure.
The KC-10 first flew in July 1980, conducting its first aerial refuelling shortly afterwards. The boom system fitted to the new tanker differed considerably from the ‘flying boom’ fitted to the KC-135 and earlier Boeing tankers. The McDonnell Douglas Advanced Aerial Refueling Boom was fitted on the centreline of the aircraft, and featured a fly by wire control system operating a winged control surface on the end of the boom, rather than Boeing’s v-shaped control. The boom was steered by a boom operator, seated in a rear facing compartment at the rear of the aircraft. This compartment was more spacious than the KC-135’s pod, which required the operator to lie prone, and featured a wide, flat glass panel giving superb views of the aircraft being refuelled.

An early KC-10 in the original colour scheme and bearing the fleur de lys emblem of the 2nd BW landing at March AFB in 1989 © Dan Stijovich – Global Aviation Resource

The boom operator’s compartment was far more spacious than that of the KC-135 © Rob Edgcumbe – Global Aviation Resource

Brand new KC-10 (79-1949) on delivery to the 22nd ARW at March AFB in August 1982 © Dan Stijovich – Global Aviation Resource
Unlike the KC-135, the KC-10 was also fitted with a built-in hose and drogue system, also on the centreline, and later aircraft could also carry further HDU pods under the wings. This allowed the KC-10 to refuel US Navy aircraft, plus those from air arms who use the hose and drogue system as standard (including the RAF) without adaptors such as the KC-135’s unpopular ‘Iron Maiden’, and meant it could use both systems on the same mission.
The first KC-10s were delivered in March 1981 to SAC’s 2nd Bomb Wing at Barksdale AFB, where they operated alongside the wing’s B-52G squadrons. Further deliveries the following year went to the newly established 22nd Air Refueling Wing at March AFB, CA and the final deliveries occurred by 1986, with the 68th ARW being established at Seymour-Johnson AFB. A total of 60 aircraft were built and the new tanker soon had a high profile opportunity to demonstrate the advantages that it brought.

Another 2nd BW aircraft seen in 1988 © Dan Stijovich – Global Aviation Resource

A 22nd ARW jet demonstrates its refuelling boom at and airshow at March AFB in 1987… © Dan Stijovich – Global Aviation Resource

…before giving the crowd a glimpse of its built in hose and drogue system © Dan Stijovich – Global Aviation Resource
In the early 1980s, relations between Libya and the US were tense, with the Americans accusing Libya of being a state sponsor of terrorism. By 1986 there had been several skirmishes between the US Navy and Libyan forces, along with several terrorist incidents in Europe which were blamed on the Libyan state. The final straw came with the 5th April 1986 bombing of a German nightclub frequented by US service personnel, in which three people (including two US Army soldiers) lost their lives, and dozens more were injured. The Reagan administration sought to respond forcefully.
After considering options, which included use of B-52s and the still secret F-117, it was decided to conduct a night time attack on various targets in Libya using A-6E Intruders from US Navy aircraft carriers in the Mediterranean, and F-111Fs from the 48th TFW. The F-111s flew direct from their base at RAF Lakenheath, UK, and were denied overflight permissions by France, Spain and Italy, necessitating a round trip of over 6000 miles. This involved multiple refuelling operations for the strike force and required a total of 28 tankers.

Under heavy skies, tankers gather at RAF Fairford in April 1986. A few days after this photo was taken, Operation El Dorado Canyon was launched © Paul Filmer – Global Aviation Resource

KC-10s at RAF Fairford in April 1986, with a strike on Libya looming © Paul Filmer – Global Aviation Resource

KC-10s also flocked to RAF Mildenhall in preparation for action against Libya © Paul Filmer – Global Aviation Resource
The tankers were a mix of KC-135s and KC-10s (drawn from all three bases then equipped with the tanker). The plan called for the KC-10s to act as “mother tankers” to elements of four F-111s each, and accompany them to the target area and back. The KC-135s would supply fuel to the KC-10s to allow them to support the F-111s. The tankers were forward deployed to RAF Mildenhall and RAF Fairford in the UK.
The attack was code named Operation El Dorado Canyon and took place on the evening of 14-15 April 1986. It is regarded as being successful, in that the aircraft were able to hit their targets, causing damage and sending a strong message to Libyan leader Col. Muammar Qaddafi. It was also an early example of the vital role that tankers play in giving the US military the ability to strike targets throughout the globe, a capability which was to be demonstrated again just four years later with Operations Desert Shield and Desert Storm.

The morning after (15th April 1986) and KC-10s rest at RAF Mildenhall following the successful attack on Libya © Paul Filmer – Global Aviation Resource

© Paul Filmer – Global Aviation Resource

This aircraft was a recent delivery when seen the day after Operation El Dorado Canyon, sporting the newer “Shamu” colour scheme © Paul Filmer – Global Aviation Resource
One of the major improvements that the KC-10 offered over the KC-135 was the ability to carry a significant amount of cargo as well as accomplishing the aerial refuelling mission. This was especially valuable when assisting tactical units in deploying overseas. The KC-10 was able to carry equipment needed for deployments while accompanying and refuelling the tactical aircraft themselves.
This capability became very relevant during Operation Desert Shield, the military buildup in the Middle East that followed Iraq’s invasion of Kuwait in August 1990. KC-10s assisted in the deployment of large numbers of aircraft from the continental US to the Middle East, whilst also delivering personnel and equipment. The aircraft went on to support operational missions when Desert Shield became Desert Storm, providing fuel to US and coalition aircraft engaged in attacks on Iraqi forces.

KC-10 loadmaster from the 349th AMW (AFRC) supervises the loading of freight onto a jet at Travis AFB © Rob Edgcumbe – Global Aviation Resource

The KC-10 was able to carry considerable amounts of cargo and still act as a tanker © Rob Edgcumbe – Global Aviation Resource

© Paul Dunn – Global Aviation Resource
In the immediate aftermath of the Gulf War, a massive post-Cold War reorganisation of US forces took place. In 1992, SAC, along with Tactical Air Command (TAC) and Military Airlift Command (MAC ) ceased to exist, to be replaced by Air Combat Command (ACC) and Air Mobility Command (AMC). The new AMC inherited most of SAC’s tankers and MAC’s transports, including the KC-10s. For a brief period the 4th Wing (redesignated from the 4th TFW) at Seymour Johnson AFB absorbed the 68th ARW’s KC-10 squadrons as part of the short lived ‘composite wing’ experiment, leading to the aircraft adopting fighter style SJ tail codes and technically assigning them to Air Combat Command.
By 1994 however, KC-10 operations became consolidated at two operating locations – Travis AFB, CA (60th AMW) and McGuire AFB, NJ (305th AMW). Both units had two squadrons of aircraft assigned, with the aircraft also being used by two Air Force Reserve Command associate wings (349th and 514th AMWs). The surviving 59 aircraft would spend the rest of their careers flying at these two bases.

The smart early SAC colour scheme gave way to the more drab “Shamu” scheme in the later 1980s. This aircraft carries the markings of the 22nd ARW and is seen at its home base in 1987 © Dan Stijovich – Global Aviation Resource

As part of the USAF’s short-lived composite wings philosophy, former 68th ARW jets were integrated in the 4th Wg at Seymour Johnson AFB and wore fighter style SJ tailcodes. Seen here at March AFB in 1993 © Dan Stijovich – Global Aviation Resource

This KC-10 was pictured at Boscombe Down in 1992 in a one off light grey colour scheme. It is marked for the 458th OG, the AMC unit which was established at Barksdale AFB to operate the former SAC KC-10s before their eventual transfer to McGuire AFB and the 305th AMW © Tom Gibbons – Global Aviation Resource
The aircraft continued to serve with distinction throughout operations in the former Yugoslavia in the 1990s and then in the various conflicts that the United States has fought in the years after the 9-11 attacks in 2001. With aircraft based on the Atlantic and Pacific coasts, the KC-10 fleet has always been heavily used in deploying tactical aircraft to locations throughout the world, whilst also directly supporting operations in theatre.
The KC-10 fleet was expected to continue operating for many years, however during the 2013 government shutdown when Congress failed to agree a budget for the next fiscal year, cuts to the USAF were considered, and for the first time, a retirement of the KC-10 fleet was evaluated. Retiring a younger, more capable tanker (compared to the KC-135) did not seem logical. However, completely removing a type from the inventory offered considerably greater savings than merely reducing the number of KC-135s in service. Although the retirement plan was not taken further at the time, it would be discussed again in the following years.

The KC-10 was able to receive fuel as well as dispensing it © Paul Dunn – Global Aviation Resource

Two 60th AMW jets practice refuelling over California © Paul Dunn – www.globalaviationresource.com

Sunset for a 60th AMW jet at Nellis AFB, NV © Chris Wood – Global Aviation Resource
As the USAF began to receive larger numbers of its new 767-based KC-46 tanker, the issue of retiring the KC-10 once again became live. With the Air Force considering it difficult to justify operating three different tanker types, the small number of KC-10s made it the obvious target for cuts. The first KC-10 was retired to storage at AMARG in July 2020, with further airframes steadily following.
In January 2023, it was announced by the USAF that the last of the KC-10s would be retired by 30 Sep 2024, and so it came to pass that 79-1948 (callsign GUCCI10) departed Travis AFB on 26th Sep 2024 after a ceremony involving many current and former KC-10 crew and maintainers. After making several farewell passes, the aircraft took a route to Davis Monthan AFB that included overflying several locations associated with the Extender, including the former McDonnell Douglas factory in Long Beach and March ARB. The callsign GUCCI has long been used by the 60th AMW, in tribute to the habit of KC-10 crew to refer to their aircraft as the “Gucci Tanker”.
GUCCI10, the final KC-10 in USAF service, gets airborne from Travis AFB en route to retirement at AMARG © Kenneth Abbate – USAF Photo
Escort for GUCCI10 was provided by a pair of F-15Cs from the CA ANG © Kenneth Abbate – USAF Photo
Crew and friends welcome the final KC-10 to storage at AMARG © SrA Lauren Jacoby – USAF Photo
A small number of aircraft have been assigned to preservation at museums such as the National Museum of the USAF, March Field Air Museum and the Air Mobility Command Museum. The remainder are in storage at AMARG.
Whilst in one sense this is the end of the story, there may well be a post script at some point in the future. Several companies now offer contract aerial refuelling to the Department of Defense, and this is considered a growth area. Metrea is based at March ARB and operates a fleet of KC-135s acquired from Singapore and France. Longer established is Omega Aerial Refueling Services, which operates a mixed fleet of tankers. It has long used a converted airline DC-10 as a tanker, and also acquired two KDC-10s from the Royal Netherlands Air Force. The retired KC-10s remain very capable aircraft and would appear to be prime candidates for sale to these operators, or others like them, so it may be that we see some of these aircraft flying again in civilian hands in the coming years.
Our KC-10 coverage will continue with an article focusing on operating the aircraft, with input from former KC-10 crew members.