|
Tanker Wars
Most military aerospace experts believe tankers are an essential component of expeditionary air operations, so it might seem surprising that tanker acquisitions are as controversial as they are. But the two largest tanker programs in the world—Boeing's 767-based tanker for the USAF and the EADS A330-based tanker for the UK—are both in trouble, and the only tanker candidate present at Farnborough in full-scale form is a spoiler bid from Omega Air, aimed at upsetting the EADS deal.
Boeing's proposal to lease 20 KC-767 tankers to the USAF, followed by the direct sale of 80 more aircraft, remains on hold. Congressional opposition led by Arizona Sen. John McCain first delayed the deal—which Boeing believed was imminent a year ago—before Boeing chief financial officer Mike Sears and a former Pentagon official, Darleen Druyun, were dismissed for breaching company ethics policies.
The Pentagon is conducting an analysis of alternatives, including a new look at an EADS proposal and a re-evaluation of whether there is a real risk of an aging-aircraft problem that would ground the KC-135 fleet. This will be completed in November, so there will be no decision until after the Presidential election.
Boeing executives have said recently that the company will have no option but to close the 767 production line if the USAF deal is not approved in the next few months. The line could be reopened, but it would make the tankers more expensive. The company holds a backlog of only 20 airline orders for the 767, and has already launched its replacement, the 7E7. Moreover, 14 of those orders are from All Nippon and JAL and are likely to be converted to 7E7s.
Boeing's Integrated Defense Systems and Commercial Airplanes units have developed plans to meet the needs of Italy and Japan, the company's existing 767 tanker customers, if the KC-767 plan does not proceed. The first of Italy's aircraft is half-way through its conversion process in Wichita, according to senior manager for business development Tom Crawford, and will roll out early next year. With three hose stations and a refueling boom, it is "the most sophisticated tanker that Boeing has made," according to Crawford, and should enter service in 2006. The second of four Italian tankers—the first to be converted in Italy by Aeronavali—should roll off the line next year.
Japan has signed for the second of four 767 tankers that it plans to buy, and expects to take delivery of the first aircraft in early 2007. Presumably, Boeing could build 767 airframes in advance to meet Japan's needs if the production line were to close.
If the USAF plan does go ahead, Boeing may build the aircraft and equip them as tankers on a single line in Everett, rather than ferrying the aircraft to Wichita for conversion. The USAF configuration itself is unique, with a 767-200 body, 767-300 structure, and the flaps and cockpit of the 767-400.
While Boeing has been on hold, Australia has selected the rival EADS A330 to meet its five-aircraft tanker requirement. The €1.1 billion ($1.4 billion) contract has not been signed, but EADS-CASA is already working on a remotely controlled fly-by-wire flying-boom refueling system for the A330 and deliveries are expected to start in 2007. Qantas will carry out the refueling modifications on four of the aircraft in Brisbane.
U.S. Air Force secretary Jim Roche—a strong supporter of the original 100-arcraft lease offered by Boeing—indicated in early June that he was prepared to see EADS bid on the USAF tanker requirement, saying that EADS "was not prepared before—now they are." Crawford, however, says that the A330's disadvantages—its greater cost and ramp requirements, in Boeing's view, offset its greater range—will still affect the USAF's choice.
Meanwhile, the EADS-led AirTanker consortium has been forced to cut the price of its planned bid to supply refueling services to the RAF, using 16 two- and three-station A330-200 tankers. The head of UK military procurement, Sir Peter Spencer, reportedly demanded major concessions in late June. EADS has responded with a new bid and negotiations are continuing.
The MoD-EADS dispute has prompted Dublin-based aircraft leasing company Omega Air to offer an alternative solution based on 20 ex-JAL DC-10-40s. (JAL took delivery of these aircraft between 1974 and 1980, and they are now the only surviving Pratt & Whitney-powered DC-10s.) Omega has successfully converted two 707-321Bs into two-station hose-and-drogue tankers—with Sargent-Fletcher pods—and has provided tanker support to the U.S. Navy and Marine Corps.
—Bill Sweetman
back
to ShowNews home
|
