A Sip Of Fresh Kerosene - Part I
The world is growing demand for tanker aircraft
In modern combat operations, the value of tanker aircraft significantly increases. The global market for this aircraft is estimated at 250 units for the next decade.
Most articles on military aviation dedicated to fighter jets, but it’s the air tankers that provide them with the ability to perform their tasks, playing a decisive role in increasing the combat effectiveness of these platforms. Without the participation of refueling aircraft, large-scale air operations would have been impossible.
Wear job
The role assigned to air tankers is currently being demonstrated against militants of the Islamic state in the skies over Iraq and Syria. And in the NATO military operation “United Defender” in 2011 in Libya, the share of tanker aircraft for eight months accounted for 25 percent 26 500 of coalition sorties. Tornado bombers Gr.4 (Tornado Gr.4) of the British Air Force were able to clearly demonstrate their ability to perform percussion missions, flying directly from their bases in England, thanks to BAC’s VC-10 tankers. Flights to both sides of almost five thousand kilometers were the farthest since the conflict over the Falkland Islands in 1982.
The United States Air Force used B-2 "Spirit" front-line bombers from the home base in the continental United States in the Libyan theater. And support for the combat aircraft of the coalition countries was provided by tankers located in the Mediterranean. The French C135FR manufactured by Boeing, the British VC10 and L-1011 Tristar (TriStars) developed by Lockheed, the American KC-135R Stratotanker and KC-10A Ixtander CTIs, which are used by the Ixterndrek (Extenders) (Extenders) (Extenders) (Extenders) (Extenders) (Artwork) (Extender) (Extenders) (Artwork) (Extenders) (Extenders) (Artwork) (Extender) (Extenders) (Artwork) (Extender) (Extender) (Extender) (Extender) (Objects) (Artwork) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) objects (gauge) objects for the operation of a transponder) Douglas ”(McDonnell Douglas), Italian KC-130J“ Hercules ”(Hercules) of the same“ Lockheed ”, Canadian CC-150“ Polaris ”/ Polaris (A310 MRTT) and CC-130T (C-130) from“ Airbus Defens Airbus Defense and Space, the Spanish Boeing 707 and the Swedish KS 130H contributed greatly to the success of the military campaign. Jan Elliot, a former British squadron commander VC10, and now a military adviser to the Airbus Defense and Space, later said: “If I were Colonel Gaddafi, watching a huge number of striking aircraft, I would consider it a priority to destroy one or two tanker. If this had been done, the war would have stopped, because the operational pace of the campaign was provided by the tanker aircraft. ”
Although this did not happen, the characteristics of most of the tankers who took part in Operation United Defender showed serious shortcomings in terms of both reliability and sufficient capacity.
Tankers on the counter
However, the problems have been known for a long time and most of the participants in the Libyan campaign in recent years have taken steps to update their air refueling capabilities. Some have already purchased and received new aircraft, for example, the Italian Air Force - Boeing's KS-767. Others have signed contracts and are waiting for delivery, as the British Air Force - A330 MRTT. At the third - the USAF - perspective KC-46A in work.
There is also a global trend of updating the fleet of obsolete and unreliable tankers. The main players in this market are Airbus Defense and Space, Boeing and Ilyushin with A330 MRTT, KC-46A and IL-78 / 478 aircraft, respectively. Israel Aerospace Industries (IAI) with its converted Boeing 767 aircraft and providers such as Omega Air or AirTanker have a chance to get a piece of cake from this table. ), which offer services to meet existing needs, rather than platforms.
So far, orders have been fulfilled for the supply of 48 modern aircraft refueling: 14 - Great Britain, 12 - France, 6 - Saudi Arabia, 6 - Singapore, 5 - Australia, 3 - United Arab Emirates and 2 - Qatar. Order for the supply of 6 aircraft of India - in progress. At the same time, the undisputed leader in the global race for tanker sales is the Airbus Defense and Space with A330 MRTT.
Initially, the US Air Force also demonstrated its preference for the A330 MRTT, when in 2008 this aircraft was declared the winner of the KC-X tender worth three billion dollars, in which Boeing with KC-767 was the loser. However, after Boeing’s submission to 2011 of the revised proposal, the solution was changed. This did not prevent the subsequent conquest of the world market by the European platform, and perhaps even played in favor of the “Erbas”.
MRTT from "Erbas"
MRTT is based on the passenger A330-200, which is widely distributed in the global market: 900 of such liners are delivered to airlines all over the world and the manufacturer’s order portfolio also contains 300 units. At present, the A330 MRTT has become the benchmark against which other strategic aircraft refueling or transport workers are judged.
The internal stock of A330 MRTT fuel is 111 tons (in wing tanks and tail section). As some experts note, this is quite enough not to install additional fuel tanks. In fact, in the cargo compartment of the passenger A330-200, you can place a load of greater weight than in the transport A400M.
The British Air Force, which today received 10 from the 14 ordered by the A300-200 MRTT, is undoubtedly the largest operator of this tanker. In the Royal Air Force, it is operated under three designations: Cl “Voyager” (Voyager) - in the version of the vehicle supply, KC.2 - tanker with two points of refueling and vehicle of supply, KC.3 - tanker with three points of refueling and vehicle supply. The A300-200 MRTT not only carries more fuel than its predecessor VC10 (70 – 80 tons), but also has lower consumption (4 – 6 t / h compared to 7 t / h for VC10), which ensures that operations are more efficient. farther than previously possible. And although the Tristar carries more fuel (130 tons), the bulk of its underground cargo space is occupied by additional tanks, and higher fuel consumption (8 t / h) means that it has a shorter range than the Voyager (although Tristar can be refueled in the air, while Voyager is not provided with such an opportunity).
During a recent visit to Voyager’s permanent location at Breeze Norton Airbase, Oxfordshire, Commander 10 Squadron of the British Air Force, Jamie Osborne, spoke about the impact of improved aircraft performance on operations: “We can move four the Typhoon fighter straight from the UK to the east coast of the United States, stay there overnight, and then travel all the way to the Red Flag venue in Nevada in one step. Applying the tankers VC10, "Typhoons" first move to the Azores and stay there overnight, then relocate to the east coast of the United States, where they spend another night. The next night, the aircraft spend in the central part of the United States and only then get to the exercises. These four nights are typical for all types of tankers compared to the two that Voyager provides. If you translate these calculations to the east, it turns out that Air Force planes reach the Middle East in 24 hours. Previously, it was necessary to move through Cyprus, where fighters could take a break, and this country was concerned about the conduct of a military operation by British troops. ”
According to Airbus Defense and Space, the availability of Voyager aircraft is 99 percent, and the success rate of the flight mission is 90 percent for air refueling and 99 percent for transport missions.
Smart hose time
Although the British “Voyagers” have installed equipment only for refueling using the “hose-cone” method, the standard equipment of the A330-200 MRTT can be equipped with an ARBS (aerial refuelling boom systems) filling bar. The A330-200 MRTT upgrade package, which Airbus Defense and Space presented in 2014 at the request of the Australian Air Force, will include an improvement in the ARBS system in the direction of increasing control and accuracy of the boom operator.
In the modernized version of the MRTT, a number of structural and system improvements of both the base commercial airliner and military equipment. In addition to the improved boom (under the designation “Upgrade-3”), the aircraft will receive aerodynamic and structural improvements, as well as an updated on-board computer. The possibility of equipping a tanker with a new engine that is being developed for commercial aircraft is being considered.
Work on the creation of a prototype of the upgraded aircraft will begin in October, the first flight is scheduled for the end of July 2016 th. Starting with 2017, all new customers will be offered an upgraded version of the A330 MRTT. At the same time, the current tanker operators will have the opportunity to upgrade their early versions in their fleet. According to “Erbas”, the first improved A330 MRTT will receive Singapore.
Competitor from "Boeing"
From the point of view of the global export market, the main competitor of the A330 MRTT is undoubtedly the KC-46A Pegas, developed by the company for the US Air Force. Having failed to get a KC-X contract with a KC-767 aircraft in 2008, Boeing revised its strategy and submitted an updated proposal that secured him a contract.
Created on the basis of the Boeing-767-200ER extended passenger liner, the KC-46A tanker is in reality a combination of the 767-2C cargo aircraft and the 767-400 crew cab with Rockwell Collins widescreen displays. developed for Boeing-787.
Like the A330 MRTT, the KC-46 tanker is controlled by a minimum crew of three, including the pilot, co-pilot and refueling system operator. KC-46A is slightly smaller than its European competitor. Its length is 50,5 meters, whereas the Airbus has 59 meters, and its wingspan is 47,6 and 60 meters, respectively. The KC-46A can carry 96 tons of fuel, while the A330 MRTT carries 111 tons. It should also be noted that, like the Tristar, the main part of the KC-46A underfloor cargo space is occupied by additional tanks, while on the A330-200 fuel is placed in the main tanks in the wing, tail and keel.
According to the available data, the run-up of the 767-200ER aircraft with a PW4062 engine and maximum take-off weight is 2439 meters, while the A330 MRTT has 2620 meters. However, neither of the two companies, neither Airbas nor Boeing, published any requirements regarding the distance of the interrupted run-up of their platforms, which makes an accurate comparison of the runway (WFP) necessary for them rather complicated.
Since both platforms have a maximum speed close to the number M = 0,9, and their ranges are 12 200 and 14 800 kilometers for KC-46A and A330-200 MRTT, respectively, this means that by their characteristics the new American and European tanker aircraft will be close to commercial airliners.
Although most of the characteristics indicate the superiority of the A330-200 MRTT over the KC-46A, Boeing stresses: the difference between the task performed by his model and the one that the main competitor is capable of solving will be that his tanker can turn closer to the field combat, to more effectively support foreign operations of the US Air Force. With this in mind, the KC-46A is provided with armored crew cabins, saloon and fuel tanks, protection from electromagnetic impulses, as well as nuclear, biological and chemical effects. In addition, being close to the KS-135 in size, the KS-46A tanker will be able to use most of the existing infrastructure of the US Air Force, in particular, hangars and maintenance facilities.
So far, Boeing has completed the production of the first of four prototype aircraft at its aircraft plant in Everett, near Seattle, Wash., And is building three others.
Ilyushinsky alternative
In operation, airlines around the world today have about a thousand commercial airliners, on the basis of which A330 MRTT and KC-46A are created, and the military operators of both platforms should be able to reach the same impressive level of efficiency that civilian users have shown. In this regard, the advantage of KC-46A is in the bulk production program (179 aircraft) and that potential operators will be able to use the large-scale infrastructure of the US Air Force.
From the point of view of the new strategic tanker aircraft, another real proposal would be the Russian Il-478. It differs from the A330 MRTT and KC-46A in that it is based on the transport platform, the new IL-76MD-90А, also known as the IL-476, and not on the base of the airliner.
The development program IL-478 at the moment is still unfolding. Russian Air Forces plan to purchase an 31 tanker that is capable of transporting a ton of 91 fuel in main tanks and 36 in an additional cargo hold, thus providing 127 tons of fuel to the refueling platforms. The cruising speed of the new Russian tanker corresponds to the number M = 0,6, which is significantly lower in comparison with the A330 MRTT and KC-46A. At the same time, the maximum range of 9700 kilometers provides the overcoming of the same distance. The declared run-up length of the IL-478 during takeoff is 1540 meters, which is significantly less than that of both Western competitors. But as already indicated, without publishing the distance necessary to interrupt takeoff, it is impossible to compare runway lengths.
Russian-made aircraft engines are not known to be very economical. The problem for potential operators of Il-478 may in the future be the technical support of platforms and logistic support. In this regard, the cost of IL-478 - 105 million dollars - although it is an attractive element in comparison with 170 millions of A330 MRTT and KC-46A, however, the costs of ensuring the entire life cycle and support of the Russian aircraft in operation can be much over 20 – 40 years above.
For operators who are looking for a replacement for the old fleet of tankers, but do not have sufficient budgets, there are proposals on the market for the supply of previously used platforms.
My cheap old men
Although Boeing focuses on the KC-46A program, it also offers to repair and upgrade its early KC-135 “Stratotanker” tankers from those that were decommissioned from the Davis-Montana airbase ( Arizona).
For the first time, Boeing presented its plans on this topic in 2012. Based on the creation date, the KS-135 can be called an old machine, but on the fly it still remains relatively young. The tanker is designed for 60 thousands of flight hours, but the oldest aircraft of the US Air Force only by now have developed half of this resource. And if you consider that the KS-135 is planned to remain in service with the US Air Force until about 2040, potential operators of this aircraft can count on an extensive technical support network for many years, which will provide them with a reduction in operating costs while increasing capabilities.
The basic tactical and technical characteristics (TTH) of the KS-135 are as follows: takeoff run with maximum take-off mass - 2759 meters (required runway length for safe takeoff interruption - 3259 m), range - 8000 kilometers, cruising speed M = 0,7, fuel capacity - 90 tons. Although all these data look favorable in comparison with modern competitors' performance characteristics, the CFM56-2 engine installed on the KS-135 is outdated. It does not meet current fuel consumption requirements and reliability standards.
If the customer chooses the Boeing offer, all he has to pay for is returning the flight status to the plane and subsequent technical support. Under tight fiscal policy, this option becomes very attractive. However, it should be noted that three years after the notification of the proposal no applications were received for it, and since Boeing is now implementing the complex KC-46A program, it is doubtful that it will spend a lot of effort and financial resources to promote this initiative.
Another offer on the market for the supply of a used product includes the multipurpose tanker / transport aircraft Boeing 767-300 MMTT (Multi-Mission Tanker Transport), promoted by the Israeli company IAI. This is a project of IAI’s Bedek division, which has 45 years of experience converting airliners into tankers. The first such work was carried out in 1969 year and provided for the supply of the KS-97 tanker aircraft to the Israeli Air Force. Most recently, IAI transferred one converted 767-200 of Colombia and entered into a contract with Brazil to convert two 767-300 with an option for a third aircraft.
The MMTT tanker, created on the basis of the same Boeing-767 platform as the KC-46A, has similar characteristics with it in take-off distance (2740 m), the mass of fuel transported (91 t in the main and additional underground tanks), cruising speed (M = 0,7) and range (9000 or 5556 km at maximum payload).
The problem, however, is that it is not equipped with advanced avionics and target systems, as well as with the protection with which KC-46A is equipped.
As stated by Bedek’s senior vice president for marketing and business development, Jack Haber, although MMTT’s Boeing-767-300 is not as complex as its modern counterparts, its purchase price is only a fraction of their price — about a quarter of A330 MRTT or KC-46A. This is not the only advantage of an older competitor. According to Haber, in the case of the MMTT Boeing-767-300, the well-known fact is not confirmed that servicing older versions is more expensive than promising platforms.
“The cost of life support does not justify the purchase of new aircraft,” said the vice president of Bedeka. - There is a period at the beginning of the life of the aircraft, when the engines can remain for a longer time on the wing without major repairs. But for about 20-year service life there is no difference. Some potential customers think the 20-year-old is too old, but it’s not. The reliability of the 60 converted Boeing 767-200 and Boeing 767-300 aircraft, which are now in operation, including the cargo version, is exceptional - up to 99 percent in some cases. "
Tanker outsourcing
In addition to proposals for the purchase of converted aircraft, IAI is also considering the possibility of fulfilling orders that do not involve the purchase of cars by customers. “The need for tankers exists, but many countries cannot afford it,” said a representative of an Israeli company. - A330 MRTT and KS-46 are very expensive and are intended for rich countries. Why buy a new plane when you can get a converted product for a lot cheaper? We are considering a new methodology for refueling in the air, so that the customer can purchase the service when he needs it. Partners could have a share in the cost of the aircraft and in the service for refueling in the air. " To date, however, these plans have not progressed beyond the conceptual stage.
Of course, the idea of providing the possibility of air refueling without buying aircraft-tankers is not new. One of the most reputable operators in this area is Omega Air, which provides air-to-air refueling services and a US Marine corps from 2000. The Omega Air fleet, operated by former military pilots and air refueling operators, includes one KDC-10 (modified DC-10-40) and three KC-707 (modified Boeing 707-320) equipped with cone".
In an interview with Janes Weekly in the middle of 2014, company director Ulik MakEvaddi explained the benefits of refueling services performed under the contract, compared to refueling provided by the new aircraft purchased.
First of all, this is a question of cost: as MakEvaddi informed, at a rate of approximately 15 thousand dollars per hour, the Omega Air service is five times cheaper compared to the refueling performed by the aircraft in service. At the same time, he emphasized that this “cheapness” is provided not at the expense of lower efficiency, noting that his company has over 13 thousands of hours of refueling in the air.
Despite this, McEwaddy understands that some countries still prefer to buy planes and work independently. But when it comes to the aircraft receiving the fuel, the comparison of provider services and purchases does not play a big role, because “the fighter doesn’t care who pours the fuel, the main thing is to get it. Our readiness factor is 99 percent - this is better than the military can provide, ”he said.
Another well-known provider in this market is AirTanker. It seeks to expand its operations beyond the limits of its private financial initiative PFI (private finance initiative), which has been supported throughout the 30-year period, in an attempt to provide air refueling services on behalf of the UK Department of Defense. Airtanker and Omega Air are considering the possibility of providing promising European requirements by joint efforts.
When the states fly away from Europe
The problem of Europe is that of the forty tankers of twelve different types in its joint fleet, more than 40 percent have already lost access to flights. And since the strategic priorities of the United States are shifting in the direction of the far Asia-Pacific region, European countries will no longer be able to rely on the vast refueling resources of the US Air Force, as it was before.
Even with the support of the United States Air Force, the Old World countries are currently struggling to meet their demands in the field of tanker aircraft. The European Defense Agency EDA (European Defense Agency) promotes the development of integrated fueling capabilities, while NATO is already implementing a similar program SAC (NATO Strategic Airlift Capability). 10 countries of the North Atlantic Alliance, as well as Finland and Sweden, take part in it and operate C-17 “Globemaster III” strategic transport aircraft from Papa airbase in Hungary.
These promising European requirements were called the Multi-Role Tanker Transport (MRTT) multi-purpose tanker / transport aircraft, although EDA representatives told Jaynes that the resemblance to the A330-200 MRTT name is a coincidence and does not imply any prejudice to to a specific platform or solution.
In November 2013, the EDA agency announced the launch of the Italian Air Force KC-767 test program, which is being implemented at the Desimannu airbase on the island of Sardinia. On December 19, 2014 was announced that the Netherlands, Poland and Norway (without Belgium, which had previously participated in the agreement concluded by this pool of countries) decided to start negotiations with Airbus Defense and Space to acquire the A330 MRTT aircraft fleet and engage this initiative other countries, until the actual procurement began. Achievement of initial combat readiness by the aircraft is scheduled for 2019 year.
Every country has its own dreams
In addition to the united capacity of Europe in the field of air refueling envisaged by the EDA agency, there are national requirements of individual countries, for which tenders are announced (or will be announced soon).
Among them, Algeria, which, reportedly, has already carried out an A330 MRTT assessment and expressed interest in acquiring KC-46A as a possible replacement for its six Il-78 tankers.
Argentina, which planned to acquire an additional number of KS-135 to meet its requirements in the field of fueling, now, as it turned out, intends to use the tactical transport aircraft KC-390 of Embraer company in this role.
Of course, she plans to replace her old A310 (CC-150) “Polaris” (Polaris) Canada tankers. The main contender analysts call A330 MRTT. However, KC-46A also remains in the number of potential bidders.
For the Republic of Chile, which plans to consider replacing its three recently upgraded, but still formerly used, KS-135, as the most suitable option is projected on the basis of financial considerations “IAI's Boeing 767-300”.
Egypt is considering the possibility of additional purchases of KS-135, but over time it is likely that it will still hold an open tender between A330 MRTT and KC-46A.
For Israel, which plans to replace the KC-707 fleet, the most appropriate solutions are called KC-135, KC-46A or Boeing 767-300, mainly for political reasons, although the A330 MRTT variant is also not excluded.
The Republic of Peru, which currently has no refueling capabilities, reportedly expressed interest in the A330 MRTT aircraft, although IAI’s Boeing 767-300 is also well suited for this, analysts say.
Poland has signed an EDA agreement on Europe’s combined fueling capabilities and therefore does not deal separately with national requirements. In case Warsaw decides to develop this theme, it has shown interest in KC-46А. At the same time, A330 MRTT is also called a potential rival for meeting Polish needs.
Turkey, currently operating seven outdated KS-135S, should look for a replacement, and the A330 MRTT is called the most likely option.
South Africa, which is not in service with refueling aircraft, nonetheless, as far as is known, is exploring the relevant market in which Boeing-767-300 is called the most predictable choice in a country with limited defense budget.
Among the participants of the tender announced by South Korea for the supply of six new tankers are all the main platforms - A330 MRTT, KC-46A and "767-300".
Russia is a familiar type
Separately, you should assess the situation in Russia. According to experts, the Russian Federation is also in dire need of updating the fleet of tankers. In January, it was announced that the Ministry of Defense had concluded a contract with the United Aircraft Building Corporation for the supply of two IL-96-400ТЗ. According to experts, this contract is of significant importance, since for the first time Russia is converting a wide-body civil airliner into a military tanker aircraft. The new IL-96-400TZ will complement the 20 IL-78 / 78М, which are in service with the Russian Air Force. IL-96-400ТЗ as well as IL-78, will be equipped with universal instruments for aviation refueling UPAZ-1. The new tanker aircraft is able to take on tons of fuel to the 65, its range is 3500 kilometers.
IL-96, equipped with four engines, was first delivered to Aeroflot in 1992. It is currently operated in Cuba and as part of a special flight unit "Russia" (including the modification of the IL-96-300PU for the President of Russia).
Experts believe that this step in many respects repeats the western practice of converting civilian airliners into military tankers. Up to the present, according to various estimates, it was built before the 30 IL-96 (including ground test aircraft). Considering the age of IL-78 / 78М, the option of a gradual increase in the production of IL-96-400ТЗ is not excluded. At the same time, Russia is likely to replace this aircraft with tanker aircraft based on IL-76MD-90А (with the designation IL-478). It is not known whether it is planned to use two types of tanker aircraft in the future - the Il-96-400ТЗ and the Il-478. According to experts, this option is likely. Presumably, the order for IL-96-400ТЗ was issued to support the manufacturer, as well as to strengthen the capabilities of IL-78 / 78М before the introduction of IL-478.
In the summer of 2013, Air Force Commander-in-Chief Viktor Bondarev announced plans for the military to purchase around 2020 Il-40 tankers equipped with new PS-478 engines before 90. Somewhat later, it was reported that the Russian Air Force would receive a new tanker in the 2018.
USA - account for hundreds
Of course, the most interesting opportunities are opening up on American KC-Y and KC-Z promising US Air Force tenders. It is planned to replace that part of the aging fleet of 400 KS-135 “Stratotanker” of Boeing and 59 KS-10 Extender, which will remain in service after the implementation of the KC-X program. The two tenders mentioned are expected to purchase up to 400 new aircraft (although the exact numbers have not yet been confirmed) for a total of 100 billions of dollars, which is significantly more than the projected estimates for global short-term demand and supplies under the KC-X program combined.
The US Air Force announced in 2013 that they will soon begin the initial work on the KC-Y program, although its completion, like KC-Z, is not expected before 2050. The most obvious, it would seem, is the choice in favor of Boeing as a contractor for these programs, since at present it is he who provides the US Air Force 179 with KC-46 tanker aircraft. However, Airbus will not miss the opportunity to fight for the contract - despite the fact that it lost in the fight for the KC-X deal. At one of the briefings of the Airbus company in 2013, a slide was shown with information on the possible supply of A330 MRTT under the KC-Y program, which indicates the desire of the European aircraft manufacturer to share a tender contract with Boeing.
First of all reliability
Whatever the results of the KC-Y and KC-Z tenders, this is a long-term perspective, and their consideration is not included in the current market research, which for the coming 10 years is estimated at more than 20 billion dollars (excluding the KC-X contract, which not yet signed). Taking into account the KC-X program, the “Jaynes” forecast in terms of deliveries of tanker aircraft up to 2023 will be 205 units.
Since the average age of the world fleet of 600 aircraft tankers exceeds 45 years, it is difficult to overestimate the need to update it. Without modern tanker aircraft — whether new tankers repaired or leased from a third party — it will be very difficult to ensure the participation of the Air Force in foreign operations or in solving problems in special circumstances.
At the same time, much more value for the customer than the choice of the type of platform - whether it is new or used, has quality: reliability and compliance with the requirements. Since, as Elliot from Airbus Defense and Space put it, nobody needs a refueling aircraft that does not correspond to the tasks.
In modern combat operations, the value of tanker aircraft significantly increases. The global market for this aircraft is estimated at 250 units for the next decade.
Most articles on military aviation dedicated to fighter jets, but it’s the air tankers that provide them with the ability to perform their tasks, playing a decisive role in increasing the combat effectiveness of these platforms. Without the participation of refueling aircraft, large-scale air operations would have been impossible.
Wear job
The role assigned to air tankers is currently being demonstrated against militants of the Islamic state in the skies over Iraq and Syria. And in the NATO military operation “United Defender” in 2011 in Libya, the share of tanker aircraft for eight months accounted for 25 percent 26 500 of coalition sorties. Tornado bombers Gr.4 (Tornado Gr.4) of the British Air Force were able to clearly demonstrate their ability to perform percussion missions, flying directly from their bases in England, thanks to BAC’s VC-10 tankers. Flights to both sides of almost five thousand kilometers were the farthest since the conflict over the Falkland Islands in 1982.
The United States Air Force used B-2 "Spirit" front-line bombers from the home base in the continental United States in the Libyan theater. And support for the combat aircraft of the coalition countries was provided by tankers located in the Mediterranean. The French C135FR manufactured by Boeing, the British VC10 and L-1011 Tristar (TriStars) developed by Lockheed, the American KC-135R Stratotanker and KC-10A Ixtander CTIs, which are used by the Ixterndrek (Extenders) (Extenders) (Extenders) (Extenders) (Extenders) (Artwork) (Extender) (Extenders) (Artwork) (Extenders) (Extenders) (Artwork) (Extender) (Extenders) (Artwork) (Extender) (Extender) (Extender) (Extender) (Objects) (Artwork) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) (Extender) objects (gauge) objects for the operation of a transponder) Douglas ”(McDonnell Douglas), Italian KC-130J“ Hercules ”(Hercules) of the same“ Lockheed ”, Canadian CC-150“ Polaris ”/ Polaris (A310 MRTT) and CC-130T (C-130) from“ Airbus Defens Airbus Defense and Space, the Spanish Boeing 707 and the Swedish KS 130H contributed greatly to the success of the military campaign. Jan Elliot, a former British squadron commander VC10, and now a military adviser to the Airbus Defense and Space, later said: “If I were Colonel Gaddafi, watching a huge number of striking aircraft, I would consider it a priority to destroy one or two tanker. If this had been done, the war would have stopped, because the operational pace of the campaign was provided by the tanker aircraft. ”Although this did not happen, the characteristics of most of the tankers who took part in Operation United Defender showed serious shortcomings in terms of both reliability and sufficient capacity.
Tankers on the counter
However, the problems have been known for a long time and most of the participants in the Libyan campaign in recent years have taken steps to update their air refueling capabilities. Some have already purchased and received new aircraft, for example, the Italian Air Force - Boeing's KS-767. Others have signed contracts and are waiting for delivery, as the British Air Force - A330 MRTT. At the third - the USAF - perspective KC-46A in work.
There is also a global trend of updating the fleet of obsolete and unreliable tankers. The main players in this market are Airbus Defense and Space, Boeing and Ilyushin with A330 MRTT, KC-46A and IL-78 / 478 aircraft, respectively. Israel Aerospace Industries (IAI) with its converted Boeing 767 aircraft and providers such as Omega Air or AirTanker have a chance to get a piece of cake from this table. ), which offer services to meet existing needs, rather than platforms.So far, orders have been fulfilled for the supply of 48 modern aircraft refueling: 14 - Great Britain, 12 - France, 6 - Saudi Arabia, 6 - Singapore, 5 - Australia, 3 - United Arab Emirates and 2 - Qatar. Order for the supply of 6 aircraft of India - in progress. At the same time, the undisputed leader in the global race for tanker sales is the Airbus Defense and Space with A330 MRTT.
Initially, the US Air Force also demonstrated its preference for the A330 MRTT, when in 2008 this aircraft was declared the winner of the KC-X tender worth three billion dollars, in which Boeing with KC-767 was the loser. However, after Boeing’s submission to 2011 of the revised proposal, the solution was changed. This did not prevent the subsequent conquest of the world market by the European platform, and perhaps even played in favor of the “Erbas”.
MRTT from "Erbas"
MRTT is based on the passenger A330-200, which is widely distributed in the global market: 900 of such liners are delivered to airlines all over the world and the manufacturer’s order portfolio also contains 300 units. At present, the A330 MRTT has become the benchmark against which other strategic aircraft refueling or transport workers are judged.
The internal stock of A330 MRTT fuel is 111 tons (in wing tanks and tail section). As some experts note, this is quite enough not to install additional fuel tanks. In fact, in the cargo compartment of the passenger A330-200, you can place a load of greater weight than in the transport A400M.The British Air Force, which today received 10 from the 14 ordered by the A300-200 MRTT, is undoubtedly the largest operator of this tanker. In the Royal Air Force, it is operated under three designations: Cl “Voyager” (Voyager) - in the version of the vehicle supply, KC.2 - tanker with two points of refueling and vehicle of supply, KC.3 - tanker with three points of refueling and vehicle supply. The A300-200 MRTT not only carries more fuel than its predecessor VC10 (70 – 80 tons), but also has lower consumption (4 – 6 t / h compared to 7 t / h for VC10), which ensures that operations are more efficient. farther than previously possible. And although the Tristar carries more fuel (130 tons), the bulk of its underground cargo space is occupied by additional tanks, and higher fuel consumption (8 t / h) means that it has a shorter range than the Voyager (although Tristar can be refueled in the air, while Voyager is not provided with such an opportunity).
During a recent visit to Voyager’s permanent location at Breeze Norton Airbase, Oxfordshire, Commander 10 Squadron of the British Air Force, Jamie Osborne, spoke about the impact of improved aircraft performance on operations: “We can move four the Typhoon fighter straight from the UK to the east coast of the United States, stay there overnight, and then travel all the way to the Red Flag venue in Nevada in one step. Applying the tankers VC10, "Typhoons" first move to the Azores and stay there overnight, then relocate to the east coast of the United States, where they spend another night. The next night, the aircraft spend in the central part of the United States and only then get to the exercises. These four nights are typical for all types of tankers compared to the two that Voyager provides. If you translate these calculations to the east, it turns out that Air Force planes reach the Middle East in 24 hours. Previously, it was necessary to move through Cyprus, where fighters could take a break, and this country was concerned about the conduct of a military operation by British troops. ”
According to Airbus Defense and Space, the availability of Voyager aircraft is 99 percent, and the success rate of the flight mission is 90 percent for air refueling and 99 percent for transport missions.
Smart hose time
Although the British “Voyagers” have installed equipment only for refueling using the “hose-cone” method, the standard equipment of the A330-200 MRTT can be equipped with an ARBS (aerial refuelling boom systems) filling bar. The A330-200 MRTT upgrade package, which Airbus Defense and Space presented in 2014 at the request of the Australian Air Force, will include an improvement in the ARBS system in the direction of increasing control and accuracy of the boom operator.
In the modernized version of the MRTT, a number of structural and system improvements of both the base commercial airliner and military equipment. In addition to the improved boom (under the designation “Upgrade-3”), the aircraft will receive aerodynamic and structural improvements, as well as an updated on-board computer. The possibility of equipping a tanker with a new engine that is being developed for commercial aircraft is being considered.
Work on the creation of a prototype of the upgraded aircraft will begin in October, the first flight is scheduled for the end of July 2016 th. Starting with 2017, all new customers will be offered an upgraded version of the A330 MRTT. At the same time, the current tanker operators will have the opportunity to upgrade their early versions in their fleet. According to “Erbas”, the first improved A330 MRTT will receive Singapore.
Competitor from "Boeing"
From the point of view of the global export market, the main competitor of the A330 MRTT is undoubtedly the KC-46A Pegas, developed by the company for the US Air Force. Having failed to get a KC-X contract with a KC-767 aircraft in 2008, Boeing revised its strategy and submitted an updated proposal that secured him a contract.
Created on the basis of the Boeing-767-200ER extended passenger liner, the KC-46A tanker is in reality a combination of the 767-2C cargo aircraft and the 767-400 crew cab with Rockwell Collins widescreen displays. developed for Boeing-787.
Like the A330 MRTT, the KC-46 tanker is controlled by a minimum crew of three, including the pilot, co-pilot and refueling system operator. KC-46A is slightly smaller than its European competitor. Its length is 50,5 meters, whereas the Airbus has 59 meters, and its wingspan is 47,6 and 60 meters, respectively. The KC-46A can carry 96 tons of fuel, while the A330 MRTT carries 111 tons. It should also be noted that, like the Tristar, the main part of the KC-46A underfloor cargo space is occupied by additional tanks, while on the A330-200 fuel is placed in the main tanks in the wing, tail and keel.
According to the available data, the run-up of the 767-200ER aircraft with a PW4062 engine and maximum take-off weight is 2439 meters, while the A330 MRTT has 2620 meters. However, neither of the two companies, neither Airbas nor Boeing, published any requirements regarding the distance of the interrupted run-up of their platforms, which makes an accurate comparison of the runway (WFP) necessary for them rather complicated.
Since both platforms have a maximum speed close to the number M = 0,9, and their ranges are 12 200 and 14 800 kilometers for KC-46A and A330-200 MRTT, respectively, this means that by their characteristics the new American and European tanker aircraft will be close to commercial airliners.
Although most of the characteristics indicate the superiority of the A330-200 MRTT over the KC-46A, Boeing stresses: the difference between the task performed by his model and the one that the main competitor is capable of solving will be that his tanker can turn closer to the field combat, to more effectively support foreign operations of the US Air Force. With this in mind, the KC-46A is provided with armored crew cabins, saloon and fuel tanks, protection from electromagnetic impulses, as well as nuclear, biological and chemical effects. In addition, being close to the KS-135 in size, the KS-46A tanker will be able to use most of the existing infrastructure of the US Air Force, in particular, hangars and maintenance facilities.
So far, Boeing has completed the production of the first of four prototype aircraft at its aircraft plant in Everett, near Seattle, Wash., And is building three others.
Ilyushinsky alternative
In operation, airlines around the world today have about a thousand commercial airliners, on the basis of which A330 MRTT and KC-46A are created, and the military operators of both platforms should be able to reach the same impressive level of efficiency that civilian users have shown. In this regard, the advantage of KC-46A is in the bulk production program (179 aircraft) and that potential operators will be able to use the large-scale infrastructure of the US Air Force.
From the point of view of the new strategic tanker aircraft, another real proposal would be the Russian Il-478. It differs from the A330 MRTT and KC-46A in that it is based on the transport platform, the new IL-76MD-90А, also known as the IL-476, and not on the base of the airliner.
The development program IL-478 at the moment is still unfolding. Russian Air Forces plan to purchase an 31 tanker that is capable of transporting a ton of 91 fuel in main tanks and 36 in an additional cargo hold, thus providing 127 tons of fuel to the refueling platforms. The cruising speed of the new Russian tanker corresponds to the number M = 0,6, which is significantly lower in comparison with the A330 MRTT and KC-46A. At the same time, the maximum range of 9700 kilometers provides the overcoming of the same distance. The declared run-up length of the IL-478 during takeoff is 1540 meters, which is significantly less than that of both Western competitors. But as already indicated, without publishing the distance necessary to interrupt takeoff, it is impossible to compare runway lengths.
Russian-made aircraft engines are not known to be very economical. The problem for potential operators of Il-478 may in the future be the technical support of platforms and logistic support. In this regard, the cost of IL-478 - 105 million dollars - although it is an attractive element in comparison with 170 millions of A330 MRTT and KC-46A, however, the costs of ensuring the entire life cycle and support of the Russian aircraft in operation can be much over 20 – 40 years above.
For operators who are looking for a replacement for the old fleet of tankers, but do not have sufficient budgets, there are proposals on the market for the supply of previously used platforms.
My cheap old men
Although Boeing focuses on the KC-46A program, it also offers to repair and upgrade its early KC-135 “Stratotanker” tankers from those that were decommissioned from the Davis-Montana airbase ( Arizona).
For the first time, Boeing presented its plans on this topic in 2012. Based on the creation date, the KS-135 can be called an old machine, but on the fly it still remains relatively young. The tanker is designed for 60 thousands of flight hours, but the oldest aircraft of the US Air Force only by now have developed half of this resource. And if you consider that the KS-135 is planned to remain in service with the US Air Force until about 2040, potential operators of this aircraft can count on an extensive technical support network for many years, which will provide them with a reduction in operating costs while increasing capabilities.
The basic tactical and technical characteristics (TTH) of the KS-135 are as follows: takeoff run with maximum take-off mass - 2759 meters (required runway length for safe takeoff interruption - 3259 m), range - 8000 kilometers, cruising speed M = 0,7, fuel capacity - 90 tons. Although all these data look favorable in comparison with modern competitors' performance characteristics, the CFM56-2 engine installed on the KS-135 is outdated. It does not meet current fuel consumption requirements and reliability standards.
If the customer chooses the Boeing offer, all he has to pay for is returning the flight status to the plane and subsequent technical support. Under tight fiscal policy, this option becomes very attractive. However, it should be noted that three years after the notification of the proposal no applications were received for it, and since Boeing is now implementing the complex KC-46A program, it is doubtful that it will spend a lot of effort and financial resources to promote this initiative.
Another offer on the market for the supply of a used product includes the multipurpose tanker / transport aircraft Boeing 767-300 MMTT (Multi-Mission Tanker Transport), promoted by the Israeli company IAI. This is a project of IAI’s Bedek division, which has 45 years of experience converting airliners into tankers. The first such work was carried out in 1969 year and provided for the supply of the KS-97 tanker aircraft to the Israeli Air Force. Most recently, IAI transferred one converted 767-200 of Colombia and entered into a contract with Brazil to convert two 767-300 with an option for a third aircraft.
The MMTT tanker, created on the basis of the same Boeing-767 platform as the KC-46A, has similar characteristics with it in take-off distance (2740 m), the mass of fuel transported (91 t in the main and additional underground tanks), cruising speed (M = 0,7) and range (9000 or 5556 km at maximum payload).
The problem, however, is that it is not equipped with advanced avionics and target systems, as well as with the protection with which KC-46A is equipped.
As stated by Bedek’s senior vice president for marketing and business development, Jack Haber, although MMTT’s Boeing-767-300 is not as complex as its modern counterparts, its purchase price is only a fraction of their price — about a quarter of A330 MRTT or KC-46A. This is not the only advantage of an older competitor. According to Haber, in the case of the MMTT Boeing-767-300, the well-known fact is not confirmed that servicing older versions is more expensive than promising platforms.
“The cost of life support does not justify the purchase of new aircraft,” said the vice president of Bedeka. - There is a period at the beginning of the life of the aircraft, when the engines can remain for a longer time on the wing without major repairs. But for about 20-year service life there is no difference. Some potential customers think the 20-year-old is too old, but it’s not. The reliability of the 60 converted Boeing 767-200 and Boeing 767-300 aircraft, which are now in operation, including the cargo version, is exceptional - up to 99 percent in some cases. "
Tanker outsourcing
In addition to proposals for the purchase of converted aircraft, IAI is also considering the possibility of fulfilling orders that do not involve the purchase of cars by customers. “The need for tankers exists, but many countries cannot afford it,” said a representative of an Israeli company. - A330 MRTT and KS-46 are very expensive and are intended for rich countries. Why buy a new plane when you can get a converted product for a lot cheaper? We are considering a new methodology for refueling in the air, so that the customer can purchase the service when he needs it. Partners could have a share in the cost of the aircraft and in the service for refueling in the air. " To date, however, these plans have not progressed beyond the conceptual stage.
Of course, the idea of providing the possibility of air refueling without buying aircraft-tankers is not new. One of the most reputable operators in this area is Omega Air, which provides air-to-air refueling services and a US Marine corps from 2000. The Omega Air fleet, operated by former military pilots and air refueling operators, includes one KDC-10 (modified DC-10-40) and three KC-707 (modified Boeing 707-320) equipped with cone".In an interview with Janes Weekly in the middle of 2014, company director Ulik MakEvaddi explained the benefits of refueling services performed under the contract, compared to refueling provided by the new aircraft purchased.
First of all, this is a question of cost: as MakEvaddi informed, at a rate of approximately 15 thousand dollars per hour, the Omega Air service is five times cheaper compared to the refueling performed by the aircraft in service. At the same time, he emphasized that this “cheapness” is provided not at the expense of lower efficiency, noting that his company has over 13 thousands of hours of refueling in the air.
Despite this, McEwaddy understands that some countries still prefer to buy planes and work independently. But when it comes to the aircraft receiving the fuel, the comparison of provider services and purchases does not play a big role, because “the fighter doesn’t care who pours the fuel, the main thing is to get it. Our readiness factor is 99 percent - this is better than the military can provide, ”he said.
Another well-known provider in this market is AirTanker. It seeks to expand its operations beyond the limits of its private financial initiative PFI (private finance initiative), which has been supported throughout the 30-year period, in an attempt to provide air refueling services on behalf of the UK Department of Defense. Airtanker and Omega Air are considering the possibility of providing promising European requirements by joint efforts.
When the states fly away from Europe
The problem of Europe is that of the forty tankers of twelve different types in its joint fleet, more than 40 percent have already lost access to flights. And since the strategic priorities of the United States are shifting in the direction of the far Asia-Pacific region, European countries will no longer be able to rely on the vast refueling resources of the US Air Force, as it was before.
Even with the support of the United States Air Force, the Old World countries are currently struggling to meet their demands in the field of tanker aircraft. The European Defense Agency EDA (European Defense Agency) promotes the development of integrated fueling capabilities, while NATO is already implementing a similar program SAC (NATO Strategic Airlift Capability). 10 countries of the North Atlantic Alliance, as well as Finland and Sweden, take part in it and operate C-17 “Globemaster III” strategic transport aircraft from Papa airbase in Hungary.
These promising European requirements were called the Multi-Role Tanker Transport (MRTT) multi-purpose tanker / transport aircraft, although EDA representatives told Jaynes that the resemblance to the A330-200 MRTT name is a coincidence and does not imply any prejudice to to a specific platform or solution.
In November 2013, the EDA agency announced the launch of the Italian Air Force KC-767 test program, which is being implemented at the Desimannu airbase on the island of Sardinia. On December 19, 2014 was announced that the Netherlands, Poland and Norway (without Belgium, which had previously participated in the agreement concluded by this pool of countries) decided to start negotiations with Airbus Defense and Space to acquire the A330 MRTT aircraft fleet and engage this initiative other countries, until the actual procurement began. Achievement of initial combat readiness by the aircraft is scheduled for 2019 year.
Every country has its own dreams
In addition to the united capacity of Europe in the field of air refueling envisaged by the EDA agency, there are national requirements of individual countries, for which tenders are announced (or will be announced soon).
Among them, Algeria, which, reportedly, has already carried out an A330 MRTT assessment and expressed interest in acquiring KC-46A as a possible replacement for its six Il-78 tankers.
Argentina, which planned to acquire an additional number of KS-135 to meet its requirements in the field of fueling, now, as it turned out, intends to use the tactical transport aircraft KC-390 of Embraer company in this role.
Of course, she plans to replace her old A310 (CC-150) “Polaris” (Polaris) Canada tankers. The main contender analysts call A330 MRTT. However, KC-46A also remains in the number of potential bidders.
For the Republic of Chile, which plans to consider replacing its three recently upgraded, but still formerly used, KS-135, as the most suitable option is projected on the basis of financial considerations “IAI's Boeing 767-300”.
Egypt is considering the possibility of additional purchases of KS-135, but over time it is likely that it will still hold an open tender between A330 MRTT and KC-46A.
For Israel, which plans to replace the KC-707 fleet, the most appropriate solutions are called KC-135, KC-46A or Boeing 767-300, mainly for political reasons, although the A330 MRTT variant is also not excluded.
The Republic of Peru, which currently has no refueling capabilities, reportedly expressed interest in the A330 MRTT aircraft, although IAI’s Boeing 767-300 is also well suited for this, analysts say.
Poland has signed an EDA agreement on Europe’s combined fueling capabilities and therefore does not deal separately with national requirements. In case Warsaw decides to develop this theme, it has shown interest in KC-46А. At the same time, A330 MRTT is also called a potential rival for meeting Polish needs.
Turkey, currently operating seven outdated KS-135S, should look for a replacement, and the A330 MRTT is called the most likely option.
South Africa, which is not in service with refueling aircraft, nonetheless, as far as is known, is exploring the relevant market in which Boeing-767-300 is called the most predictable choice in a country with limited defense budget.
Among the participants of the tender announced by South Korea for the supply of six new tankers are all the main platforms - A330 MRTT, KC-46A and "767-300".
Russia is a familiar type
Separately, you should assess the situation in Russia. According to experts, the Russian Federation is also in dire need of updating the fleet of tankers. In January, it was announced that the Ministry of Defense had concluded a contract with the United Aircraft Building Corporation for the supply of two IL-96-400ТЗ. According to experts, this contract is of significant importance, since for the first time Russia is converting a wide-body civil airliner into a military tanker aircraft. The new IL-96-400TZ will complement the 20 IL-78 / 78М, which are in service with the Russian Air Force. IL-96-400ТЗ as well as IL-78, will be equipped with universal instruments for aviation refueling UPAZ-1. The new tanker aircraft is able to take on tons of fuel to the 65, its range is 3500 kilometers.
IL-96, equipped with four engines, was first delivered to Aeroflot in 1992. It is currently operated in Cuba and as part of a special flight unit "Russia" (including the modification of the IL-96-300PU for the President of Russia).
Experts believe that this step in many respects repeats the western practice of converting civilian airliners into military tankers. Up to the present, according to various estimates, it was built before the 30 IL-96 (including ground test aircraft). Considering the age of IL-78 / 78М, the option of a gradual increase in the production of IL-96-400ТЗ is not excluded. At the same time, Russia is likely to replace this aircraft with tanker aircraft based on IL-76MD-90А (with the designation IL-478). It is not known whether it is planned to use two types of tanker aircraft in the future - the Il-96-400ТЗ and the Il-478. According to experts, this option is likely. Presumably, the order for IL-96-400ТЗ was issued to support the manufacturer, as well as to strengthen the capabilities of IL-78 / 78М before the introduction of IL-478.
In the summer of 2013, Air Force Commander-in-Chief Viktor Bondarev announced plans for the military to purchase around 2020 Il-40 tankers equipped with new PS-478 engines before 90. Somewhat later, it was reported that the Russian Air Force would receive a new tanker in the 2018.
USA - account for hundreds
Of course, the most interesting opportunities are opening up on American KC-Y and KC-Z promising US Air Force tenders. It is planned to replace that part of the aging fleet of 400 KS-135 “Stratotanker” of Boeing and 59 KS-10 Extender, which will remain in service after the implementation of the KC-X program. The two tenders mentioned are expected to purchase up to 400 new aircraft (although the exact numbers have not yet been confirmed) for a total of 100 billions of dollars, which is significantly more than the projected estimates for global short-term demand and supplies under the KC-X program combined.
The US Air Force announced in 2013 that they will soon begin the initial work on the KC-Y program, although its completion, like KC-Z, is not expected before 2050. The most obvious, it would seem, is the choice in favor of Boeing as a contractor for these programs, since at present it is he who provides the US Air Force 179 with KC-46 tanker aircraft. However, Airbus will not miss the opportunity to fight for the contract - despite the fact that it lost in the fight for the KC-X deal. At one of the briefings of the Airbus company in 2013, a slide was shown with information on the possible supply of A330 MRTT under the KC-Y program, which indicates the desire of the European aircraft manufacturer to share a tender contract with Boeing.
First of all reliability
Whatever the results of the KC-Y and KC-Z tenders, this is a long-term perspective, and their consideration is not included in the current market research, which for the coming 10 years is estimated at more than 20 billion dollars (excluding the KC-X contract, which not yet signed). Taking into account the KC-X program, the “Jaynes” forecast in terms of deliveries of tanker aircraft up to 2023 will be 205 units.
Since the average age of the world fleet of 600 aircraft tankers exceeds 45 years, it is difficult to overestimate the need to update it. Without modern tanker aircraft — whether new tankers repaired or leased from a third party — it will be very difficult to ensure the participation of the Air Force in foreign operations or in solving problems in special circumstances.
At the same time, much more value for the customer than the choice of the type of platform - whether it is new or used, has quality: reliability and compliance with the requirements. Since, as Elliot from Airbus Defense and Space put it, nobody needs a refueling aircraft that does not correspond to the tasks.
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