Boeing's pitch for air refuel tankers
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Boeing's pitch for air refuel tankers
Fri "The Australian"
Boeing's pitch for air refuel tankers
By Geoffrey Thomas
March 26, 2004
BIGGER is not always better. That's the message from Tom Crawford, Boeing's senior manager, business development, for 767 Tanker Transport program.
Countering European Aeronautic Defence and Space Company's claim of a more capable competitor for the Royal Australian Air Force's aerial refuelling tanker order, Mr Crawford said Boeing's 767 version was the right size for the RAAF's mission and was more compatible with Australia's outback airports.
The RAAF is expected to select within four weeks the winner of a contract to supply up to five tankers, worth up to $335 million, to replace the 707 tanker fleet.
EADS is proposing a tanker version of its Airbus A330-200 aircraft that was recently selected by the Royal Air Force in Britain.
The Airbus A330-200 Multi-role Tanker Transport aircraft is larger than the 767 and can carry at least 50 per cent more fuel than the 767 tanker. But it also burns as much as 25 per cent more fuel.
Also, the RAAF requirement is significantly different to that of the RAF in that the RAAF requires both the stable "flying boom" for bombers and transports and floating "drogue" system for fighters and cargo capability.
Most demanding perhaps is the requirement to operate from a host of outback airports where runway length is limited, as is tarmac space and pavement loadings.
"This is where we come out in front," claims Mr Crawford. "Over 70 per cent of the 200 airports within 3500 nautical miles from Amberley have runway-taxiway issues."
"We have optimised the lighter 767 platform with more powerful engines and we are able to carry maximum take-off weight out of more airports than the A330."
Although the 767 design dates back to 1980, the variant offered to the RAAF includes the state-of-the-art cockpit from the 767-400, the cargo door, floor and undercarriage from the 300 model and more powerful 63,000lb-thrust Pratt & Whitney PW4000 engines.
"We have developed a real hot rod to meet the demanding RAAF mission," said Mr Crawford.
Another plus for Boeing is the refuelling drogue from Smiths Industries. It has developed a steerable drogue system that will eliminate the high number of "incidents" refuelling fighter aircraft.
Also working in favour of Boeing is the aggressive time scale of the project with first delivery in just three years.
Mr Crawford said Boeing, which launched its 767 tanker project three years ago, has landed contracts from Japan and Italy as well as the US.
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Boeing's pitch for air refuel tankers
By Geoffrey Thomas
March 26, 2004
BIGGER is not always better. That's the message from Tom Crawford, Boeing's senior manager, business development, for 767 Tanker Transport program.
Countering European Aeronautic Defence and Space Company's claim of a more capable competitor for the Royal Australian Air Force's aerial refuelling tanker order, Mr Crawford said Boeing's 767 version was the right size for the RAAF's mission and was more compatible with Australia's outback airports.
The RAAF is expected to select within four weeks the winner of a contract to supply up to five tankers, worth up to $335 million, to replace the 707 tanker fleet.
EADS is proposing a tanker version of its Airbus A330-200 aircraft that was recently selected by the Royal Air Force in Britain.
The Airbus A330-200 Multi-role Tanker Transport aircraft is larger than the 767 and can carry at least 50 per cent more fuel than the 767 tanker. But it also burns as much as 25 per cent more fuel.
Also, the RAAF requirement is significantly different to that of the RAF in that the RAAF requires both the stable "flying boom" for bombers and transports and floating "drogue" system for fighters and cargo capability.
Most demanding perhaps is the requirement to operate from a host of outback airports where runway length is limited, as is tarmac space and pavement loadings.
"This is where we come out in front," claims Mr Crawford. "Over 70 per cent of the 200 airports within 3500 nautical miles from Amberley have runway-taxiway issues."
"We have optimised the lighter 767 platform with more powerful engines and we are able to carry maximum take-off weight out of more airports than the A330."
Although the 767 design dates back to 1980, the variant offered to the RAAF includes the state-of-the-art cockpit from the 767-400, the cargo door, floor and undercarriage from the 300 model and more powerful 63,000lb-thrust Pratt & Whitney PW4000 engines.
"We have developed a real hot rod to meet the demanding RAAF mission," said Mr Crawford.
Another plus for Boeing is the refuelling drogue from Smiths Industries. It has developed a steerable drogue system that will eliminate the high number of "incidents" refuelling fighter aircraft.
Also working in favour of Boeing is the aggressive time scale of the project with first delivery in just three years.
Mr Crawford said Boeing, which launched its 767 tanker project three years ago, has landed contracts from Japan and Italy as well as the US.
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Quote:
"Most demanding perhaps is the requirement to operate from a host of outback airports where runway length is limited, as is tarmac space and pavement loadings."
Oh really? What outback airports? Picking up what fuel?
STL
"Most demanding perhaps is the requirement to operate from a host of outback airports where runway length is limited, as is tarmac space and pavement loadings."
Oh really? What outback airports? Picking up what fuel?
STL
