A330neo MRTT
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Airbus To Develop Second-Generation MRTT Based On A330neo
HUELVA, Spain—Airbus has begun de-risking work to develop a second-generation Multi-Role Tanker Transport (MRTT) version based on its A330neo.
The efforts underway are geared to paving the way for the OEM to transition from the existing A330-200ceo model to the reengined, re-winged A330neo, potentially by the turn of the decade. Much of the focus of the de-risking studies, says Maria Angeles Marti, Airbus Defense and Space’s head of tanker and derivatives, is around whether the Neo’s new wing can accommodate hose and drogue pods for refueling probe-equipped combat aircraft.
“The wings [of the Neo] are a little more flexible and the engines are different, but this is one of the activities we are running today, and we have a high level of confidence,” Marti says.
When the A330 was first developed in the 1980s and into the ’90s, it shared the same wing as the four-engine A340. Airbus was able to hang the hose-drogue unit from the pylon where an A340 outer engine would have been fitted. But that option does not exist on the re-winged A330neos.
“With the A330neo, the aircraft will be capable of doing the same task as it does today, but we will be able to bring in all the innovation the [Neo-model] aircraft brings to the commercial market as well because it is more fuel-efficient,” Marti told journalists here on Nov. 21. “It [the Neo] is a natural evolution of our solution.”
She was speaking as Airbus UpNext innovation personnel performed the latest trial in its Auto’Mate program to develop a fully automated refueling capability that could be used for uncrewed aircraft systems (UAS), such as those that may support combat aircraft.
A transition to Neo from Ceo is needed as Airbus plans to halt production of the A330-200ceo, which is now only built to support the MRTT program. The last passenger model A330-200 was delivered to Spanish operator Level in 2019. Potential MRTT operators still have the option to convert aircraft purchased second hand from the commercial market. But Marti suggests the stock for conversions is dwindling if air forces want aircraft that can be operated for 30 years.
Marti would not confirm which A330neo variant would be developed into the MRTT, but Airbus has never developed an MRTT based on the longer-fuselage A330-300. That model correspondingly has been developed into the A330-900, which suggests the MRTT Neo will be based on the -800neo platform.
Airbus plans to begin marketing the MRTT Neo to potential customers in the near future, Marti says. Airbus already has several sales campaigns as well as for potential top-up orders from existing customers. Some 77 MRTTs have been ordered by customers, with 59 delivered.......
Airbus To Develop Second-Generation MRTT Based On A330neo
HUELVA, Spain—Airbus has begun de-risking work to develop a second-generation Multi-Role Tanker Transport (MRTT) version based on its A330neo.
The efforts underway are geared to paving the way for the OEM to transition from the existing A330-200ceo model to the reengined, re-winged A330neo, potentially by the turn of the decade. Much of the focus of the de-risking studies, says Maria Angeles Marti, Airbus Defense and Space’s head of tanker and derivatives, is around whether the Neo’s new wing can accommodate hose and drogue pods for refueling probe-equipped combat aircraft.
“The wings [of the Neo] are a little more flexible and the engines are different, but this is one of the activities we are running today, and we have a high level of confidence,” Marti says.
When the A330 was first developed in the 1980s and into the ’90s, it shared the same wing as the four-engine A340. Airbus was able to hang the hose-drogue unit from the pylon where an A340 outer engine would have been fitted. But that option does not exist on the re-winged A330neos.
“With the A330neo, the aircraft will be capable of doing the same task as it does today, but we will be able to bring in all the innovation the [Neo-model] aircraft brings to the commercial market as well because it is more fuel-efficient,” Marti told journalists here on Nov. 21. “It [the Neo] is a natural evolution of our solution.”
She was speaking as Airbus UpNext innovation personnel performed the latest trial in its Auto’Mate program to develop a fully automated refueling capability that could be used for uncrewed aircraft systems (UAS), such as those that may support combat aircraft.
A transition to Neo from Ceo is needed as Airbus plans to halt production of the A330-200ceo, which is now only built to support the MRTT program. The last passenger model A330-200 was delivered to Spanish operator Level in 2019. Potential MRTT operators still have the option to convert aircraft purchased second hand from the commercial market. But Marti suggests the stock for conversions is dwindling if air forces want aircraft that can be operated for 30 years.
Marti would not confirm which A330neo variant would be developed into the MRTT, but Airbus has never developed an MRTT based on the longer-fuselage A330-300. That model correspondingly has been developed into the A330-900, which suggests the MRTT Neo will be based on the -800neo platform.
Airbus plans to begin marketing the MRTT Neo to potential customers in the near future, Marti says. Airbus already has several sales campaigns as well as for potential top-up orders from existing customers. Some 77 MRTTs have been ordered by customers, with 59 delivered.......
"The wings [of the Neo] are a little more flexible"
The current MRTT wing flexibility causes the hose to be unstable already! The VC10 and Victor were ideal platforms for hose and drogue. New is not always better!
The current MRTT wing flexibility causes the hose to be unstable already! The VC10 and Victor were ideal platforms for hose and drogue. New is not always better!
The Vulcan was awesome as a tanker.
Pity the Vulcan could only give away its bomb bay fuel and only had one hose . The inability to dump wasn’t exactly a benefit either .
The Vulcan was awesome as a tanker.
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Having operated both the 10 and the Voyager, whilst I would agree the wing flex and lighter hose on the Voyager are not AS stable as legacy systems, they would seem stable enough to keep receivers happy. And the MTBF of the kit is far better, the potential give is obviously better and the galley and toilets are far nicer! The vision systems are in a different league, the receivers have excellent separation in contact, so if we just had some more frames/crews, all would be fantastic. I doubt the wing flex on the new version will make much difference, but I will bow to those who might know better.
Whilst the A330 used the wing from the A340, it wasn't an A340 wing as such, because there was no internal strengthening around the outer engines point (why would you want to carry around un-necessary weight?). Therefore, the MRTT versions needed to be bolstered around the Rib 26 point in order to take the refuelling pods.
The Voyager wing is stable enough for it not to be a problem most of the time. However in moderate turbulence it is much less forgiving than the VC10 and KC135 MPRS (which I think benefit from the added inertia of the outboard engines keeping the wing more settled). A colleague told me his least pleasant AAR experience was an Atlantic crossing behind a Voyager, with a frontal zone just beyond the point of no return: he knew there was no prospect of the basket settling down so just had to take a deep breath and give it a go. It's easy for Airbus and every else involved to say that the neo wing would only be a little bit less stable; it's a shame there are so few 2-seat fast jets left, or they could be made to come along on a winter trail over the North Atlantic to get some skin in the game!
A colleague told me his least pleasant AAR experience was an Atlantic crossing behind a Voyager, with a frontal zone just beyond the point of no return
I wasn't on the trip but the way it was told, the plan had them refuelling before the front but the turbulence started picking up during the bracket: hence the comment about it not going to get any better with time. Even with the best plans, sometimes you just have to be there and cope. Waiting for a completely front-free day on a winter trail is not an option!
Four. Lajes-Bermuda for the US exercise season. It's been a long while since I've flown it myself but I seem to remember there being little scope to move the second bracket around to suit the weather given the extreme ranges being operated at. Weather cancellation days in Bermuda were always enjoyable; Lajes not so much. A wobbly winged tanker could mean more of them!
Lajes - Bermuda was always rather tight! Not many possible abort aerodromes en route for sure.
'10% Carlos' would always look after crews if stuck at Lajes though!
'10% Carlos' would always look after crews if stuck at Lajes though!
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