voyager refuelling tanker

A330 Voyager

Project description.

Voyager is a dual role air-to-air refuelling and transport aircraft, currently in service with the Royal Air Force and used by the Prime Minister and Royal Family.

What is the A330 Voyager?

Voyager is a military derivative of the Airbus A330-200 Airliner. It is designed as a dual role air-to-air refuelling and air transport aircraft.

The aircraft is equipped with two underwing pods for refuelling fast jets and Fuselage Refuelling Unit (FRU) giving Voyager the capability to also refuel large aircraft, such A400M.

Voyager has a payload of 43 tonnes of freight and 291 seat passenger capacity plus aeromedical evacuation capability (up to 40 stretchers and three critical care patients).

Voyager provides a vital connection between the UK and the Falkland Islands, through the South Atlantic Air Bridge (SAA). The twice-weekly service transports military personnel and civilians from RAF Bridge Norton to the Falklands.

Voyager came into service in 2014 and is currently supporting operations at home and abroad. It will remain in service until 2035. There are a total of 14 aircraft, nine of which are held in the core fleet with a further five held in reserve to meet demand as required.

About the A330 Voyager

One aircraft bears the Union Jack and is fitted with business class seating for VIPs, such as the Prime Minister and members of the Royal Family. However, it remains fully capable of aerial refuelling.

In June 2022, Voyager set two new records for non-stop flights between the UK and the Falkland Islands. These record-breaking flights confirmed the capability of the Voyager service to sustain the SAA to the Falklands without having to land for refuelling. The non-stop flights carrying passengers and freight were only possible thanks to DE&S’ cost-effective installation of a Crew Rest Facility on the civil registered Voyager so that relief aircrew could travel on board the aircraft.

In November 2022, DE&S worked with the RAF and industry partners to carry out a world-first 100% sustainable fuel flight using an A330 Voyager. This was the first flight powered completely by 100% Sustainable Aviation Fuel for a military aircraft of its size, and the first of any aircraft type in the UK. The flight was a joint endeavour between the RAF, DE&S and our industry partners Airbus, AirTanker and Rolls-Royce, with the fuel purchased from Air bp.

A330 Voyager has a colossal 60-metre wingspan and is the largest aircraft ever used by the Royal Air Force.

How is Voyager delivered?

DE&S manages the Voyager Private Finance Initiative contract. This is a 27-year contract awarded to the AirTanker consortium to manage the maintenance, infrastructure, and spares needed to sustain the Voyager programme. The scope of the contract also covers aircrew and ground crew training, including training school instructors and fleet management.

Voyager is one of the highest value private finance initiative (PFI) contract in Government. DE&S plays a crucial role in ensuring maximum value and benefit from the services available, working closely with our industry partners.

Meet the DE&S Voyager delivery team

Become part of the team.

The DE&S Voyager Delivery Team is made up of 40 personnel at MOD Abbey Wood Bristol and RAF Brize Norton. The team manages a contracted service to supply Voyager to the RAF.

Voyager is operated by 10 Squadron and 101 Squadron in the RAF.

Voyager sets new records with non-stop flights to and from the Falkland Islands

Specifications, more about defence equipment & support.

Part of the Ministry of Defence, we’re a mix of 12,500 talented civil servants and military personnel located across the UK and abroad.

Delivering a programme of work of over £13bn annually, we ensure the UK Armed Forces have all the equipment and support they need for their operations.

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• Sustainable Aviation Fuel (SAF)

• 3 missions in 1

Refuelling systems

• Technical information

As the most capable new-generation tanker, combat-proven and with unique multi-role capabilities, the A330 MRTT – based on the successful A330-200 – is the benchmark for multi-role tankers.

As a new-generation tanker, the A330 MRTT is a perfect replacement for older aircraft under fleet replacement programmes. With 76 total aircraft sales as of August 2023, the A330 MRTT has been ordered by Australia (as launch customer), France, NATO, Saudi Arabia, Singapore, South Korea, the United Arab Emirates, the UK, Spain and Canada.

Orders & deliveries 

Defence Orders & Deliveries, including orders by country

A330 MRTT – Three missions in one

Refuelling mission

The A330 MRTT can carry up to 111 tonnes of fuel; this is the highest capacity of all tanker aircraft, even those with additional fuel tanks in the cargo deck. It has the capacity of offloading 50,000 kg of fuel to a broad range of receivers during a four-hour loitering mission at over 1,000 nm from its take-off point.

The A330 MRTT can carry a maximum payload of up to 45 tonnes, combining the passenger cabin and the lower deck: up to 300 passengers; MedEvac cabin layout with 40 stretchers, 20 seats for medical staff and 100 passengers; up to 37 tonnes of cargo in the lower deck; 27 LD3 containers or eight military pallets.

Deployment mission

Another typical mission is the deployment of fighter aircraft over a long distance. The A330 MRTT can support the deployment of four fighter aircraft plus 50 personnel and 12 tonnes of freight (luggage, spare parts and equipment) in one direct flight over 5,200 km, e.g. from Europe to Afghanistan.

 Key figures

The A330 MRTT is the most effective tanker based on its unmatched fuel capacity that allows it to offload more fuel at any given distance than any competitor. More fuel on-board means more flexibility, more range and longer time on station. Its enormous fuel capacity allows the A330 MRTT to act as a force multiplier, improving the efficiency and effectiveness of fast jets operations.

Refuelling capabilities of the A330 MRTT have been validated in testing operations with fighter and larger receiver aircraft, and were bolstered by Airbus’ 2018 agreement with Lockheed Martin to jointly explore opportunities to meet the growing demand for aerial refuelling for U.S. defence customers – with the A330 MRTT at its heart.

Aerial Refuelling Boom System (ARBS)

To refuel receptacle-equipped aircraft such as the F-16 Fighting Falcon, F-35A Lightning II, or another the A330 MRTT (when fitted with a Universal Aerial Refuelling Receptacle Slipway Installation, UARRSI), the A330 MRTT is provided with the advanced Airbus Defence and Space Aerial Refuelling Boom System (ARBS).

Its fast fuel flow rate (up to a maximum of 3,600 kg/min – 1,200 US gal/min) makes the ARBS the most capable new-generation flight-proven boom available. Excellent handling qualities are provided for the operation of the ARBS, rated as such by independent assessments.

Under-wing pods

Under-wing pods provide simultaneous hose and drogue refuelling at high fuel offload rate (1,300 kg/min – 420 US gal/min), allowing receivers to minimise refuelling time and increase operation efficiency.

The Cobham 905E under-wing pods, currently in service and proven in operation, enable the A330 MRTT to refuel any NATO or allied probe-equipped receivers such as the Eurofighter, the Tornado, the Jaguar or the F/A18 Hornet. The A330 MRTT physical compatibility with receivers across the world is established, demonstrated and certified to allow coalition interoperability.

The 900 series wing-pods incorporate a digitally controlled and electrically operated hose drum unit, optimising reliability and maintainability.

Fuselage Refuelling Unit (FRU)

Large probe-equipped aircraft such as the A400M or C295 can be refuelled at a high fuel offload rate of 1,800 kg/min – 600 US gal/min via the Cobham 805E Fuselage Refuelling Unit (FRU).

The FRU, a removable hose and drogue unit, allows refuelling receivers with a different fuel type. This option ensures NATO fuel type is transferred from wing-pods, while an alternative fuel type is dispensed from the FRU.

Those air-to-air refuelling (AAR) systems are controlled from an advanced Fuel Operator Console that is positioned in the cockpit, increasing the safety of the AAR operation by ensuring a timely and synchronised reaction of the flight crew to unexpected events. It also features an Enhanced Vision System, a high definition 2D/3D digital system that enables performing day and night refuelling and can provide high resolution video recording of the refuelling operations.

Multi-role strategic transport with global reach

With its true widebody fuselage, the A330 MRTT is ideal to carry any kind of military or humanitarian payload on strategic missions.

Furnished with an attractively modern design , the cabin is conceived to ensure optimum seating configurations in every class, maximising capacity and providing airline comfort . These features enable a complete range of interior configurations, from pure passenger and troop transport to the complex customisation required for VIP guests. For example, it can accommodate 266 passengers in a typical two-class configuration or some 300 in a single-class layout.

The A330 MRTT is capable of carrying a payload of up to 45 tonnes/99,000 lb . The versatility of the A330 MRTT enables cargo to be conveniently stored inside the lower deck in a variety of cargo options covering the full range of existing under-floor cargo containers and pallets, ranging from the LD1 to LD3 to LD6, as well as the standard 88×108 inch 463-L NATO military pallets. Some of the cargo can also be carried as non-palletised “bulk.” Commercial containers and pallets as well as military equipment and other large items are loaded through a cargo door.

The A330 MRTT is also an outstanding strategic aeromedical evacuation (MedEvac) aircraft. Its large fuselage permits maximum flexibility for up to 130 NATO stretchers to be carried over intercontinental distances. In a “light medevac” configuration , medical beds can be installed above designated fold-down seats. This allows the aircraft to be used as a troop transport on an outbound relief mission, with medical beds stowed in the lower cargo compartments, and then rapidly converted for MedEvac on the return. In an “Intensive MedEvac” configuration, critical care modules can be installed to replicate an intensive care unit in the air. The aircraft could typically carry 28 NATO stretchers, up to six critical care modules, 20 seats for medical staff and 100 passenger seats..

Getting SMART

The Airbus A330 MRTT has become the world’s first tanker to be certified for automatic air-to-air refuelling (A3R) boom operations in daylight following a successful campaign in collaboration with the Republic of Singapore Air Force (RSAF).

Certified by the Spanish National Institute for Aerospace Technology (INTA), this capability is part of the new SMART MRTT developed by Airbus. The A3R system requires no additional equipment on the receiver aircraft and is intended to reduce air refuelling operator (ARO) workload, improve safety and optimise the rate of air-to-air refuelling (AAR) transfer in operational conditions to enable air superiority.

The certification of the A3R capability is the result of a successful journey that started in 2018 with the world’s first automated contact with a boom system in a joint operation with the Royal Australian Air Force (RAAF). Since then, we’ve achieved more aeronautical “world firsts” thanks to the support of our customers, especially with the key participation of our partner the RSAF, a launch customer and the first operator to benefit from this game-changing capability. The A330 MRTT continues to increase its technological advantage with superior air refuelling capabilities.

A330 MRTT Technical information

Technical description of A330 MRTT

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Air-to-air refuelling: pushing boundaries for 100 years and beyond

Aerial refuelling without human intervention

Airbus signs € 1.2 billion in contracts for Capability Enhancement and In-Service Support of the French A330 MRTT fleet

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RAF Voyager begins F-35B refuelling certification

By James Drew 2016-05-21T11:33:07+01:00

The Royal Air Force’s Airbus A330 Voyager will become the fourth non-US aerial refuelling tanker to be certified to fill up the Lockheed Martin F-35 Lightning II following recent tests with an F-35B at Naval Air Station Patuxent River in Maryland.

The Voyager, a modified A330-200 airliner designated KC-30, has already performed five of 20 planned test flights with the final one expected by mid-June to achieve F-35 tanking certification.

The Royal Australian Air Force’s own version of the Multi-Role Tanker Transport (MRTT), the KC-30A, completed its F-35A refuelling trials at Edwards AFB in California in late 2015.

An Italian Air Force KC-767A was the first tanker not owned and operated by the US military to receive F-35 certification. It went on to support the first transatlantic crossing of the Lightning II in February.

A Dutch KDC-10 completed its first F-35 refuelling on March 31 and is now helping early-model Royal Netherlands Air Force F-35s fly home for a demonstration tour to drum up support, with 37 fighter jets on order.

US Marine Corps F-35B BF-04 test aircraft flown by Lt Col Tom Fields completes aerial refueling test with the RAF KC-30 Voyager on 16 May

F-35 Intergraded Test Force

With a maximum fuel capacity of 111t, the Voyager will be a critical asset for future RAF and Royal Navy short takeoff vertical landing F-35B operations from RAF Marham. Refuelling certification is also a necessary step on the path to the 617 Sqn declaring F-35 initial operational capability in 2018.

The UK has 19 personnel assigned to the Lightning II development team at NAS Patuxent River and most will participate in the third and final F-35B sea trial aboard a Marine Corps Wasp-class amphibious assault ship later this year, according to the F-35 Joint Programme Office. The UK will begin its own ship integration trials aboard the HMS Queen Elizabeth in 2018.

By 2020, 10 F-35Bs will be based at RAF Marham, 15 F-35As at RAAF Williamtown in Australia, 16 in Italy and 10 in the Netherlands, according to Lockheed charts. The UK’s nine Voyager aircraft are assigned to RAF Brize Norton.

Italian KC-767A

RAAF KC-30A

RNAF KDC-10

Pictures via the US Defense Department

Source: FlightGlobal.com

• UK Royal Air Force
• United States

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AirTanker Voyager (A330 MRTT)

In-flight refueling tanker aircraft, united kingdom | 2012, "the royal air force expects to lease some fourteen french airbus a330 mrtt tankers under the voyager kc2 and kc3 designations.".

Sustainable Fuel-Powered British Voyager Tanker Performs Air-to-Air Replenishment

The UK Royal Air Force has conducted an air-to-air replenishment using a sustainable aviation fuel-powered Voyager tanker.

The demonstration was part of the service’s efforts to transition from fossil fuels and achieve net zero carbon emission flights by 2040.

During the test, the Voyager was deployed over the North Sea and returned to its home base at RAF Brize Norton via Farnborough.

It was powered by a combination of traditional fuel and 43 percent of the specialized fuel.

Last year, the air force conducted a similar demonstration in which a Voyager was flown with 100 percent sustainable fuel .

‘Crucial Transformation’

According to the UK, the sustainable aviation fuel used in the latest trial consists of waste-based feedstocks such as cooking oil.

Using the alternative cuts carbon emissions by up to 80 percent compared to existing jet fuels. This approach is considered key to reducing the Royal Air Force’s dependence on fossil fuels and related global supply chains while retaining operational resilience.

“Greater use of alternative and sustainable fuel can only lead to positive outcomes for Defence, the United Kingdom, and our collective endeavour against climate change,” UK Defence Minister Annabel Goldie stated .

“This is not an easy undertaking by the RAF, but time and again we see that by working collaboratively with our partners across industry we can achieve crucial transformation.”

A ‘Worthwhile’ Challenge

The North Sea demonstration was conducted during the Sustainable Skies World Summit 2023 , an international event showcasing sustainable aerospace solutions.

At the summit, government and industry partners are meeting to discuss how to produce at least 10 percent of sustainable aviation fuel by 2030 and achieve zero emissions on transatlantic flights.

“The continued success of sustainable aviation fuel is reassuring to see. If we are to achieve our net zero goal by 2040 then exploiting these technologies is going to be an enormous but worthwhile endeavour,” Royal Air Force Chief of Staff Air Vice-Marshal Paul Lloyd said.

“Despite the challenge, the benefits of reducing our reliance on traditional supply chains and fossil fuels outweigh it. The RAF is proud to be leading in this area.”

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‘No plans’ to fit refuelling boom system to Voyager

The ministry of defence have confirmed that there are no plans to fit booms to the voyager tanker aircraft..

The fitting of a boom would enable the aircraft to refuel aircraft such as the RC-135 Rivet Joint intelligence gathering aircraft, the C-17 Globemaster transport aircraft, the P-8 Poseidon maritime patrol aircraft and the future E-7 Wedgetail early warning aircraft.

The information came to light in response to a Parliamentary question.

Jeremy Quin, Minister for Defence Procurement, stated:

“RAF Voyager aircraft use a hose and drogue refuelling system. We have no current plans to fit an aerial refuelling boom system to the Voyager aircraft.”

In 2016, I spoke to former deputy Commander of Operations Air Marshal Greg Bagwell, and was told:

“If money and feasibility was no object the RAF would very much like the flexibility of a boom on at least some of their Voy agers.”

Gareth Jennings at Janes previously covered this topic here .

The flying boom is a rigid, telescoping tube with movable flight control surfaces that an operator on the tanker aircraft extends and inserts into a receptacle on the receiving aircraft. All boom-equipped tankers (e.g. KC-135 Stratotanker, KC-10 Extender) have a single boom, and can refuel one aircraft at a time with this mechanism.

Voyager in Australian service, designated KC-30A in the Royal Australian Air Force, is equipped with both an Aerial Refuelling Boom System and two Cobham 905E under-wing refuelling pods.

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Would it be cheaper to swap one of the aircraft with France if they already have one. I’m guess the mod just plan to borrow one if we ever need it for long patrols.

Serious lack of fore thought and strategic planning 🙁 but we have our ‘Special relationship’ and the US (maybe the Aussies,French,Singapores,UAE,Saudi, Koreans) we are the ONLY Users who can’t refuel our larger A/C

Add to that, during multi-national exercises or operations, the RAF Voyagers also cannot support other airforce’s jets that only accept boom refuelling. Limited capacity indeed.

for them maybe, work for the UK.

When ORDERED there was no Flying Boom tankers available. so not lack of planning. LACK OF OPTIONS…

First MRTT delivered was Aussie in 2011 with BOOM (2 years late yes) first Voyager 2011, then next 8 til 2014 so it was available especially for the later airframes.

Airbus did have some major issues with the MRTT boom oscillating when deployed (to the point that one was torn off during testing: https://www.flightglobal.com/airbus-military-explains-cause-of-a330-boom-detachment/107483.article). Boom fueling is not as simple as some people make out, its far more complex than probe and drogue.I believe you also get additional aero drag from the boom when its stowed plus tailstrike protection requirements and COG changes on the jet which can impact on the plane being used as a transport. as the boom needs to be “flown” by the tanker crew, the new tankers dont have a rear bubble for the boom pilot …  Read more »

There is another benefit of using a boom arrangement for refuelling over the drogue system. A boom refueler operates at a higher line pressure than a drogue. Therefore it can transfer more fuel in a shorter amount of time, which is more pertinent for widebody aircraft than fighters. Though it does mean a fighter is also topped up much quicker and therefore can get back on task sooner.

Based on analysis of past performance. Forethought and strategic planning are not terms one associates with MoD procurements. Why were they not fitted from day one and who is going to be demoted / loose their job and pension for the cockup? The jobs for life civil service is in need of an overhaul.

The RAF aircraft listed above that do not have a refuelling probe could be refuelled aloft by coalition/allied/NATO air-tankers with a refuelling boom, but will they be permitted to, under the AirTanker agreement?

RAF Voyagers do not have ability to be refueled in flight either by boom or drogue. They can’t even tank each other the give longer range for things like taking jets to MPN.

due to the larger A340 wing, and tanks in that wing endurance of crew is more an issue than the aircraft. and is planned by ATA not the RAF, so works.

Yes been doing it Air tanker also refuel other alliance aircraft

Madness!!!!!!!!!!!!!!!!!!!!!!!!!!

Christ the mod and government are useless. It would probably be cheaper to purchase a couple of boom voyagers then to retrofit and way.

Yes. Airbus offered MOD this precise solution. Take back a number of Voyagers in exchange for reconditioned A330s taken from the leasing market and convert them to the same standard as RAF Voyagers plus a boom. It would have only cost MOD the cost of the conversion. The reply was interesting, but there is no requirement.

As I said. Total lunacy. Madness!!

The Cost of the Conversion, 1/ Voyergers are not a standard A330s 2/ Cost of conversion was not cheap. 3/ RAF and Air Tanker would need to retrain. 4/ Extra cost of the boom operator.

the Voyagers are a Modified A330 fitted with an A340 wing for increased fuel load, the wing pods are fitted to the outer engine mounting.

When has the RAF ever needed to fly a boom, and Chobham had been tasked with feasibility to attach booms to the P8s E7s. but with these modern jets they are always in touch with a home base

Having been part of the programme from 2007 to 2017, I think I know a bit what I’m talking about. Second hand aircraft in excellent condition would have effectively come for free. PFI was prepared to fund cost of conversion thus requiring no up front funds to be identified in the equipment budget. Converting aircraft from scratch easier than modifying existing Voyagers. AirTanker could have made available sponsored reserve boomers so no additional drain on non existent RAF personnel. Allies would have welcomed additional capability. Not to mention RAF ISTAR community. Many RAF seniors were sold on the idea. But …  Read more »

Amazing your say you worked on it, yet claim to select the wrong aircraft.

did you work for BAEs on MRA4 and get the sack. sounds like if you did a better job on the project Air Tanker would have Booms.

2nd hand airframes over a 27 year lease will be more expensive.

WHY IT WAS REJECTED.

delivery projects ON PAPER is easy, Delivery a working platform after you have left is different.

Johan, that may have been a bit of a silly comment SR has openly mentioned on many threads, that he was involved in Voyager and A400M(if memory serves). Personally Boom is becoming necessary if we continue to purchase American designed ‘larger’ assets as they will only be fitting boom to them.

*Edit* SR has beat me to it.

get you tounge out…… man is a paper jockey, fucks it up and runs away

Thank you LT. you are right. Several years both on A400M and Voyager. Retired. Wasn’t sacked! Hahaha. 35 years working on complex defence programmes after short service commission. Voyager looks like it does and was delivered how it was because that’s how the customer specified it. People like Johan are not worth talking with. Cheers

Voyager and A400M are both utter disasters..the A400M is so bad airbus have now officially abandoned it. Maybe its a good thing he retired if this is the output he produced.

Video of an RAAF KC-30A refuelling another RAAF KC-30A, handy capability to have:

https://m.youtube.com/watch?v=_eqJ_N8gde0

I guess they’re in the mindset that they’ve got away with it for long enough and that the current situation is somehow working, but that doesn’t change the fact that we can only independently refuel four aircraft types in the RAF fleet (five if you include a400 but not sure if we have that operational capability) which will soon be one less when the C-130s are retired. Not to mention that the Voyagers themselves can’t be refuelled and are therefore range limited to the fuel they have in their tanks minus the fuel offloaded to refuelling aircraft. Lets just hope …  Read more »

Well, the shit did hit the fan in Kabul the other week, one of the remotest airports to reach from the UK. 15,000 people evacuated, and fuel and endurance was not a problem for the RAF transport/tanker fleet.

Because the US refueled RAF C-17’s with KC-135’s.

In the same way RAF tankers often refuel USN aircraft.

But they wouldn’t have to reach Kabul from the UK. They would be refueled in Akrotiri on the way out and most of the flights were shuttling people back and forth to Qatar.

So it wasn’t a problem then

Correct in the modern era Voyergers can even get to South Atlantic from the UK. Without refueling. BLACK BUCK NEEDED HOW MANY from Ascension.

People Stuck in the past.

Do we EVER do anything for operational reasons rather than cost grounds ???

Yes. Hence why we are operating Voyager. An extremely capable asset.

Just to confirm so all the pant wetters hysteria

WHEN ORDERED IN 2004 To replace the Tri-Star Vc-10 tanker fleets, THERE WAS NO SUITABLE FLYING BOOM OPTION OPERATIONAL.

RAAF had ordered the Voyager With Boom in 2005, entered service in 2013, RAF Voyagers Entered Service 2011.

as per other Airbus defense programs and much like Boeings Flying boom, an over-complicated operating system means it was another 3 years before boom operations were fully resolved.

Wasting your breath with some of these plonkers pal.

UK were offered the boom option at time of order, but turned it down – to save money! A real own goal yet again by all at MoD.

Boom wasn’t operational it was a new concept and design UK ordered 14 MRRTs, Australia Ordered 5 with Booms. did we need booms? cost implications over numbers

Sounds like booms would be another U.K. MOD everything gold plated and twice the cost situation, everyone on here says buy off the shelf, well guys that’s what they did.

thanks for the clarity on this Johan, brings some perspective to the topic

Airbus was well on the way trialling their boom on an Airbus 310 test aircraft in 2004 – the technology was maturing at the time of the Voyager offer. C-17s were already in service though Nimrod MR4 was till the intended ASW solution, and no RAF RC-135s had been ordered then.

First End USER MRTT delivered was RAAF in June 2011 (2 years late which for Airbus is better than the norm) so as you state first Voyager was in 2011 so it was an option which back then we only had c-17 i think taht needed boom. but we now have increase the number of types that will need it. So as we still have 20 years(ish) on the 30 year contract wouldn’t it be prudent to consider it?

Agree it would, but the last feasibility study would have converted the Voyager KC3, and remove the central line hose. and install a boom. and all the extra required equipment and structural requirements. Air Tanker who don’t forget is partly owned by Airbus, priced this work and increase on the £25k per hour.

RAF Top Brass when shown this feasibility study rejected the cost as to expensive to modify the fleet.

11 years into the contract @ fixed cost. and we want to move the goal posts.

changing ones predecessors ideas is when the MOD screws up

To be fully factual the UK received their first aircraft in 2011 yes, However they also suffered from an issue with the drogue which delayed certification to begin operational use. It wasn’t until 16 May 2013 that the Voyages got this certification to begin AAR. The RAAF at the same time had issues with the boom and drogue, They achieved IOC (Drogue worked but not boom at time) in Febuary 2013. Both the RAAF and RAF aircraft starter operational deployed used in the same month when deployed again ISIL. For all the talk that there wasnt a boom around the …  Read more »

Of course there are no plans. Why do something that would act as a multiplier for our scarce resources?

The MOD are our worst enemies.

All RAF fast jets are hose capable, not boom. C17 A400 P8 E7 R1 all have very long endurance. Voyager uses it’s own fuel for A2A refueling, it’s internal fuel capacity is that large, it isn’t fitted with a large tank inplace of seats or freight capacity making it very flexible. I’d rather see a few A400’s fitted with A2A refueling capability then worry about booms on Voyager.

They cannot do that due to the contract with AirTanker. They have complete sole UK service. Any other option is forbidden under their contract. More lunacy from MoD and HM Government. Idiots!!

That’s my understanding of the issue too. I believe it’s the main reason we won’t be modifying any A400’s either. Don’t the MOD have to pay a hefty premium to go down this route, or indeed is it the real reason why we are not fitting any booms to Voyagers?

Would I be wrong in assuming from these convoluted conversations that this is not a problem and is never likely to be a problem or am I missing something?

Its one those moments where the old adage “perfect is the enemy of good” seems to be appropriate…

There is the issue of what does the A400s offer on Re-fueling over a Voyager. Merlin only helo plumbed for AAR.

So A400s will lose out to Drones.

The UK MOD is its own worst enemy. Complete lack of foresight and planning, limiting capability….in order to save a few pounds. We are operating a number of key air assets that require refuelling via boom, simple answer fit booms!! As for training, plenty of opportunity with our US allies based out of Mildenhall, or wherever……

But why spend all that cash, all fast jets don’t need it, voyager has huge range, p8 and c17 as well. More gold plated expense for no reason. Rather spend cash else where

The P8 and E7 do not have long endurance. 7-8 hours at most. The p-8 is especially critical as it has to descend to engage some targets, where fuel burn is much higher.

It is not be possible to operate the P-8 more than 1500 miles off shore without air to air refueling.

You can make every excuse in the world, but nearly every single other country sees the value and necessity in boom-receptecle refueling.

Really? Which countries fly boom aircraft?

Operating dedicated boom tanker Aircraft: Australia France Spain Netherlands Saudi Arabia Singapore South Korea UAE Turkey USA Japan Italy

Dedicated boom aircraft on order: Brasil Belgium Norway Germany

Countries W/Non-Boom capable dedicated tankers, and no plans to acquire them: Canada UK Colombia

I presume with the two refuelling hoses trailing from the wings big aircraft would be too close. Why don’t they trail one hose from the tail back end?

They do, or at least some of the fleet does. I think 7 or 9 aircraft have 4 point refuelling ( 2 under the belly and 1 on each wing ). The others have wing only capability and are the jets that can be leased to civilian airlines. I’m pretty sure the RAF C17’s have an extra over wing centre fuel tank so have longer range than most. As someone said crew time will probably be a bigger factor in most circumstances rather than range. Not that i’m a fan Of the Air Tanker contract as it seems to limit/ …  Read more »

No surprise 🙄

This does appear crackers to me. The MOD can find funds for VIP conversion or paint jobs but not support all the US purchased large resources. I think there are currently two voyagers fitted for but not with centre tanks that are an obvious option but ideally one or two of the surge fleet. What price long endurance E7 or P8 in a crisis?

The old solution to this problem was that a probe was fitted to the aircraft so no boom was required. It was done with the nimrod, E3, Vulcan, victor etc. I can’t actually remember if the vc10 and Tristar had it. Surely that is the most simple and easiest solution. No need to modify tankers, train boom operators etc. The VC had a larger transfer centre hose unit that pumped more gas than the wing pods. I thought some of the air tankers had this also?

The simplest and easiest solution isn’t always the best or safest. XV 230, the Nimrod that went down in Afghan and sparked off Haddon Cave, had mods done for Air to Air refuelling that where the main reason it crashed.

The days of simply connecting up a few pipes and bolting on a refuel probe are well gone . For all 3 services the platform managers have to manage the risk of any mods or alterations in excruciating , granular detail.

The “What if” meetings I have attended in previous years where days I will never , ever get back.

Atleast we have yanks with booms in uk., but we need this capability for our P8,e7, globes, a400 ect

FYI A400 has a refueling probe

Meanwhile … https://www.youtube.com/watch?v=AYE0TTgazeM

Consider ourselves lucky that we did not get involved with the latest Boeing boom system that gets rid of the boom operator aft and replaces them with 3d glasses and TV screens with the boom operator sat in the cabin.

The system doesn’t work well and is only cleared for a select few aircraft. Glare and glint issues, lack of depth of field, boom strikes on aircraft… Its a massive issue, is costing millions to fix and the project is years late.

Don’t forget the shoddy build standard of the KC46s.

Isn’t that also how the boom system fitted to MRTT’s works?

Yeah. But the Airbus one does work fine. And has been automated now. https://www.youtube.com/watch?v=AYE0TTgazeM

Aren’t the US looking to buy MRTTs now as well, under the KC-Y programme to replace KC-10s? The “Y” in the project title presumably standing for “why didn’t we buy Airbus in the first place”…

Yeah given its the USA the KC-777 will likely get chosen and win

So Global Britain will still be dependent on its allies to provide useful force multipliers for its maritime surveillance, AEW, electronic surveillance and strategic freighter aircraft. Not only that, one of those allies has recently proved to be less reliable than hoped. Someone in government needs to wake up.

One of those allies on the Political level is less than reliable.

Inter military work isnt an issue.

100% with you on that.

The RAF who set Requirements’. have been clear for many years that they do not have an endorsed requirement for a boom. Perhaps it would be ‘nice to have’, but ‘nice to have’ counts for nothing when you cannot afford a operationally viable AWACS fleet or sufficient MPA aircraft and have to ‘slow role’ the purchase of F35s.

Exactly, we all complain about them wasting cash, not needed luxury, rather have refuelling on fast jets

This isn’t an either/or situation.

Airbus has developed the boom on their own dollar for every other MRTT operator. It works. It’s available now.

Buying it is a proven off the shelf solution.

The RAF won’t buy it because the terms of the Air Tanker contract are absurd.

It’s “a nice to have” how many fast jets you want to bin to pay for it? Can’t afford to have everything

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Royal Air Force evacuates Afghan citizens in first Voyager flight in more than a year

An RAF Voyager aircraft has carried out an evacuation flight for Afghan citizens under the UK's relocation scheme - the first such operation in more than a year.

Voyager is the RAF’s sole air-to-air refuelling tanker, but it can also operate as a passenger aircraft in much the same way as a civilian airliner, with the aircraft flying out of Pakistan.

Armed Forces Minister James Heappy said the Government was "aiming to relocate 2,800 ARAP-eligible people from Pakistan between October 2023 and the end of 2023".

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Mr Heappey said the Government was "on target to deliver this commitment, with over 2,000 having arrived so far".

As well as the Voyager flight this month, which was the first since November 2022, there was also one civilian charter flight, with five more last month and one in October.

"More flights are scheduled throughout the remainder of December," Mr Heappey added.

His response followed a written question by shadow defence secretary John Healey about how many people were being brought to the UK as part of the Afghan Relocations and Assistance Policy (ARAP).

Mr Healey also asked how many ARAP applicants were awaiting a decision about their potential relocation.

Mr Heappey said "around 2,000… principal applicants are awaiting an eligibility decision".

"A large percentage of the remaining 2,000 are new applications to the scheme, which is still open," he explained.

Mr Heappey also said he had made a commitment to clear the backlog of applications by August 2023, which resulted in the Ministry of Defence issuing "decisions on over 75,000 applications" between January and November this year.

The news comes after Veterans Affairs Minister Johnny Mercer said a "small number" of hotels would still be used as transitional accommodation for Afghans being brought to the UK for resettlement.

In a statement in the Commons, Mr Mercer said the UK would "welcome 250 arrivals from Pakistan with a further flight" this week.

"Seventy percent of families manifested on these flights have already been pre-matched into settled accommodation," he said.

"But for a small number of this cohort transitional accommodation will be required.

"The Government remains committed to ending the systemic use of hotels and does not plan to open new hotels to meet this increased demand."

He did say, however, that a small number of hotels would have their contracts extended to help Afghan arrivals who had not been "matched to settled housing solutions in the United Kingdom".

Mr Healey also asked how many Afghans eligible for ARAP were in Pakistan, awaiting evacuation or a decision on their eligibility.

Leo Docherty, the Parliamentary Under Secretary of State (Europe), said there were "232 principals and 1,147 dependents" in Pakistan, with "the number of eligible persons who qualified via Afghan Citizens Resettlement Scheme Pathway 3 was 178 principals and 724 dependents".

Pakistan has become a route out of Afghanistan for those who assisted British Forces in the country but have not yet been evacuated and fear retribution from the Taliban.

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UK RAF’s Voyager AAR tanker completes first refuel of F-35B

The UK Royal Air Force’s (RAF) Airbus A330 Voyager Air-to-Air Refuelling (AAR) tanker has successfully refuelled the F-35B Lightning II Joint Strike Fighter aircraft for the first time.

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Carried out in the UK airspace over the North Sea at 19,000ft, the refuelling mission involved the use of the Voyager tanker based at RAF Brize Norton and the F-35B operated by No 617 Squadron based at RAF Marham, Norfolk.

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Royal air force.

The RAF’s tanker is the service’s main air-to-air refuelling aircraft, along with the Voyager KC Mk 2 and its two underwing pods for refuelling fast jets, as well as the Voyager KC Mk 3 with additional centreline hose for use by large aircraft.

No 101 Squadron Voyager captain said: “The Voyager aircraft offers a highly capable air-to-air refuelling capability, with which we provide regular support to many of the RAF’s fixed wing aircraft. Supporting the new F-35B, as it enters service, is a hugely important task for the Voyager force.

“Today’s sortie went extremely well and builds on the air-to-air refuelling deployment sorties flown from the US to the UK earlier this year.

“We look forward to enhancing our support for the F35B during this important period for the F-35B development programme.”

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The F-35B multi-role aircraft will be jointly operated by the UK RAF and the UK Royal Navy. It is capable of carrying out short take-offs and vertical landings.

The Lockheed Martin-built, fifth-generation aircraft can conduct missions such as air-to-surface, electronic warfare, intelligence gathering and air-to-air simultaneously.

The aircraft is scheduled to be deployed on the new Queen Elizabeth-class aircraft carriers, HMS Queen Elizabeth and HMS Prince of Wales.

It is currently conducting flight trials from HMS Queen Elizabeth as part of an 11-week campaign involving more than 500 take-offs and landings.

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