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More KC-46A woes....

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More KC-46A woes....

Old 12th Nov 2014, 17:23
  #161 (permalink)  
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First flight of the A330MRTT was in 2011, six years AFTER the KC-767.
No, that's incorrect. The A330MRTT first flew in June 2007. The other Airbus tanker-transport, the A310MRTT, first flew in December 2003 and was already in service with both the Luftwaffe and RCAF long before ol' Bubba had finally managed to sort out the inferior KC-767I and deliver it to the ItAF - which was six years later than planned.

Like most of your other posts, KenV, your facts were utter BS....
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Old 12th Nov 2014, 20:01
  #162 (permalink)  
 
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2. If USAF were to change horses in mid stream at this late date, USAF would change to the KC-45 and not the MRTT......., so the wait for delivery would not be "considerable".

On the other hand the waiting time may be infinite. By the time Airbus developed the KC-45 from the A330-200, the A330-200 may no longer be in production. The production line may have converted over to producing A330NEOs...... Maybe losing the KC-45 contract was in Airbus' best long term business interests.
So, KenV, my point stands. If the USAF were to now change their minds they would't see a KC45 or MRTTfor a long time, mainly due to the amount of orders that ADS are yet to fulfil.

I agree that what is good for one is not good for the other, but at ARSAG the Boeing guys had to work hard to come up with scenario where the KC46 outperformed the MRTT as a tanker. For this reason I have never really understood the 'full to the brim' pallet thing. Surely once you load these pallets, any AAR capability is zero. This was not required for the UK, we have, like the USAF, a dedicated Airlift fleet for that with C17, C130 and A400M to come.

However, as you have said, the customer is the key. In years to come it will be interesting to see how much utilisation that cargo door gets. Not a pointed comment, just real interest.

What I have never quite understood is why the US Gov made the U-turn from Airbus to Boeing? Did they run a second competition or did someone change the requirements to be outside of the A330 capability?

I really don't give a damn who flies what around the world, and I fail to see why others are concerned, as long as we in the RAF get the best value for money and a service that meets the needs of the end user. For us, the A330 provides that capability.
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Old 13th Nov 2014, 12:27
  #163 (permalink)  
 
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No, that's incorrect. The A330MRTT first flew in June 2007.

I stand corrected on the A330MRTT first flight. The KC-767 flew only one year before the A330MRTT. Mea culpa.

The other Airbus tanker-transport, the A310MRTT, first flew in December 2003 and was already in service with both the Luftwaffe and RCAF long before ol' Bubba had finally managed to sort out the inferior KC-767I and deliver it to the ItAF....


My goodness the desperation is getting palpable. The "other Airbus tanker-transport?!!" What does the A310MRTT have ANYthng do with this discussion? If you're going to throw previous tankers into this discussion, then Boeing's KC-10 (about the same size as the A330MRTT) first flew decades before the A330, and the KC-135 first flew decades before Airbus even existed. And before that Boeing flew KB-29Ps and KC-97s. And if you're going to say that the A310MRTT is closely related to the A330MRTT, then the A330MRTT is a far far more freakish "Frankentanker" than the KC-46.

And my goodness what do delays in the KC-767 program have anything to do with this discussion? Should I bring up the numerous delays in the Australian MRTT program? FYI, the Aussie MRTT had serious problems as late as July of last year. Can the same be said for the Italian and Japanese KC-767s? And it's still unclear if all the Aussie bugs have been worked out.

And finally, I notice you returned to your true believer "agenda/mantra". I have never remotely suggested that the KC-46 is "superior" to anything or that the MRTT is "inferior" to anything. My point has always been that they are just different and some customers prefer some of those differences over others. This "inferior/superior" mantra was all yours and one that you continue to repeat, loooong after it makes the least sense to do so.

Congratulations. You've turned a discussion about the differences between air tankers into a tanker cult discussion. Well, for your information, my Ford is WAAAAY "superior" to your Chevy. And your Dodge. (I have no idea what the UK equivalent is of the US car cults.) Or do you prefer the dog vs cat cult?
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Old 13th Nov 2014, 12:42
  #164 (permalink)  
 
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So, KenV, my point stands. If the USAF were to now change their minds they would't see a KC45 or MRTTfor a long time, mainly due to the amount of orders that ADS are yet to fulfil.
I totally agree with you that USAF would wait a long time to take delivery of any KC-45s. However I disagree that that would be because of the number of orders. KC-45 development would take a few years and all those existing orders would likely have all been fulfilled before KC-45 production began. Further, the A330NEO first flight is scheduled for mid 2016 and first deliveries in late 2017. By the time Airbus finished development of the KC-45, all the A330 deliveries would be complete and Airbus would be producing A330NEOs. Would Airbus be willing to keep the A330 line going and opening a second line to produce A330NEOs? I don't know.

What I have never quite understood is why the US Gov made the U-turn from Airbus to Boeing? Did they run a second competition or did someone change the requirements to be outside of the A330 capability?
The reasons are numerous and complex. See post #139 on page 7 for some details. If you still have questions, feel free to ask and I'll try to answer. But the short answer is that the requirements changed because the players changed. The first set of requirement was put together by former SAC tanker guys (SAC used to own ALL tankers) and they wanted a big tanker like the KC-10 and the KC-30 (later KC-45) won. By the time the 3rd competition rolled around (the 2nd never got out of the starting gate) AMC owned all tankers and the AMC guys added a plethora of new requirements which favored the KC-46.

EDIT: I failed to mention all the ITAR and "dual use" export issues. European and US laws on ITAR (International Traffic in Arms Regulations) and "dual use" (civial and military) technology export are similar at high levels, but the devil is in the details. There were huge controversies and long arguments about what parts and what mods were ITAR controlled. For example, since the cargo door was added on afterward was the door and ALL its associated engineering ITAR controlled? If so, what about the wiring, hydraulic, pneumatic, and environmental systems that had to be rerouted to accomodate the door? If they were ITAR controlled, then Airbus would have to make most if not all of the A330 line ITAR compliant. EADS North America was ready to do that, but EADS Europe was not. Boeing not only made the entire 767 line ITAR compliant, but made ALL the 767 engineering drawings ITAR compliant. And every Boeing employee that works on the 767 recieves ITAR training and has completed ITAR certification.

Last edited by KenV; 4th Dec 2014 at 17:59.
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Old 13th Nov 2014, 12:51
  #165 (permalink)  
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My reference to the A310MRTT was to indicate that Airbus is quite capable of designing and building tanker transports which do NOT require a 6 year gestation period.....

KC-767I development was unbelievably protracted. Perhaps that was to enable ol'Bubba's lot to obtain data for the Frankentanker, rather than to deliver a very simple aircraft on time and on budget? IAI are capable of doing so with their B767 derivatives, so why aren't Boeing?
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Old 13th Nov 2014, 13:14
  #166 (permalink)  
 
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D-IFF, the first link resulted in an error message. I was able to open the 2nd link.

May I suggest you carefully read the 2nd link. Northrop Grumman paid to have the MRTT (which did NOT have a cargo door) flown to Dresden for the installation of cargo doors. This confirms what I stated earlier: cargo doors were NOT offered by Airbus and NG had to add them after the airplane was built and delivered to NG. Such mods are not cheap and add cost to the proposal. Also note that the article states that USAF part owns one of the KC-45s. Do you understand the significance of that fact? It means USAF financially aided one vendor in submitting a proposal to a competitive RFP. That was one reason why the competition was tossed out and a recompete started.
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Old 13th Nov 2014, 14:20
  #167 (permalink)  
 
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My reference to the A310MRTT was to indicate that Airbus is quite capable of designing and building tanker transports which do NOT require a 6 year gestation period.....
Uh huh. And that is relevant to the delivered product how? I never remotely questioned Airbus' ability to design and build a tanker. I was discussing the features of the delivered product, not the gestation difficulties associated with that product. Your obsession with "inferior" and "superior" is now causing you to disparage the development process when your attempts to disparage the product failed. Is this not an example of the "weird agenda" spoken of earlier?

KC-767I development was unbelievably protracted.
No more so than Aussie MRTT development. One could easily argue that the Aussie MRTT development was more protracted than the Italian KC-767 development. And in any event, that is utterly irrelevant to this discussion and an example of a desperate grasping at straws.

Perhaps that was to enable ol'Bubba's lot to obtain data for the Frankentanker, rather than to deliver a very simple aircraft on time and on budget? IAI are capable of doing so with their B767 derivatives, so why aren't Boeing?
Your obsession with "inferior" and "superior" is now causing you to disparage the vendor when your attempts to disparage the product have failed. Is this not yet another example of the "weird agenda" spoken of earlier?

As to why, I do not know, and neither do you. But if you really want an answer I can certainly speculate.

First, do you understand the technical and developmental differences between an aircraft with a flying boom with a RARO station, plus centerline hose/drogue system, plus wing hose/drogue pods and with military avionics, versus a "simple" former commercial aircraft equipped with just wing hose/drogue pods? It would seem not.

Second, do you know the difference between a production certificate, a modification certificate, and a service/maintenance certificate? Do you know what an STC is? Do you know the differences between the FAA's, the JAA's and USAF's certification requirements relative to Israel's, Colombia's and Brazil's certification requirements? Your answer almost surely lies there.

And in any event all these side issues are totally irrelevant to the discussion at hand, are examples of both a "weird agenda" and desperation, and are non sequiturs. Good for you.

And finally, you never answered if you understood the differences between ZFW, OEW, and MEW and how this affected the "in the know" boys' (comical) discussion of the Voyager.

Last edited by KenV; 13th Nov 2014 at 14:32.
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Old 13th Nov 2014, 14:37
  #168 (permalink)  
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You were right when we spoke earlier, vasco'...!
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Old 13th Nov 2014, 15:41
  #169 (permalink)  
 
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Regardless of the debates about the KC-45/KC-46, You do wonder if this would have been in service with the USAF for the last few years if it hadn't been for Darleen Druyun..

Boeing - KC-767 - AirTeamImages.com

Anyone know what happened to this airframe?

EDIT - found it was scrapped in 2012

http://paineairport.com/kpae5296.htm

Last edited by Davef68; 13th Nov 2014 at 15:51.
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Old 13th Nov 2014, 17:46
  #170 (permalink)  
 
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I'm wondering where this thread will head off to next.

What I do see is that there is a poster in the thread with a lot of tanker experience, and there is a poster explaining a lot about the Boeing product.

I suppose the fun here is that we are all anonymous, so anyone could be an expert
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Old 13th Nov 2014, 18:37
  #171 (permalink)  
 
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Talking



And it would appear, as ever on PP, everyone is!! (Or are they?)
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Old 14th Nov 2014, 16:30
  #172 (permalink)  
 
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Regardless of the debates about the KC-45/KC-46, You do wonder if this would have been in service with the USAF for the last few years if it hadn't been for Darleen Druyun..
That would seem doubtful for one huge reason: leasing. The early tanker proposals/programs all included leasing schemes. The reason for this is an arcane fact of DoD funding euphamistically called "the color of money". Congress provides one color of money for the services to operate and sustain their equipment (called O&S funds), and another color of money to procure their equipment. These colors of money MUST NOT be mixed. USAF thought they found a way around their lack of procurement funds by proposing to lease new tankers. How so? Because a lease is not a procurement (the vendor still "owns" the aircraft) USAF could use O&S funds to pay for the lease. Problem solved!!! But Senator McCain blew the lid off of this scheme and well and truly killed any future ideas that involved a lease or lease option. Thus was born the various tanker procurement competitions. Apparently Parliament does not put this restriction on the RAF because they're leasing their Voyagers.

So when you include the three failed leasing schemes, there were SIX tanker "competitions" in the USA spanning nearly two decades. Northrop Grumman won one of them with the A330 based KC-30 which became the KC-45. I was a member of that winning team and so was able to provide some insights into that particular competition.

Last edited by KenV; 14th Nov 2014 at 16:48.
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Old 4th Dec 2014, 18:15
  #173 (permalink)  
 
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What I have never quite understood is why the US Gov made the U-turn from Airbus to Boeing? Did they run a second competition or did someone change the requirements to be outside of the A330 capability?
In my previous reply I failed to mention all the ITAR and "dual use" export issues. European and US laws on ITAR (International Traffic in Arms Regulations) and "dual use" (civial and military) technology export are similar at high levels, but the devil is in the details. There were huge controversies and long arguments about what parts and what mods were ITAR controlled. For example, since the cargo door was added on afterward was the door and ALL its associated engineering ITAR controlled? If so, what about the wiring, hydraulic, pneumatic, and environmental systems that had to be rerouted to accomodate the door? If they were ITAR controlled, then Airbus would have to make most if not all of the A330 line ITAR compliant. EADS North America was ready to do that, but EADS Europe was not. Boeing not only made the entire 767 line ITAR compliant, but made ALL the 767 engineering drawings ITAR compliant. And every Boeing employee that works on the 767 recieves ITAR training and has completed ITAR certification.
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Old 5th Dec 2014, 01:51
  #174 (permalink)  
 
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I have a pulse - thread resurrected to restate a previously made point
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Old 5th Dec 2014, 07:10
  #175 (permalink)  
 
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Good night out was it Cornish?

S-D
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Old 5th Dec 2014, 09:49
  #176 (permalink)  
 
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Too many Pasties.
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Old 28th Dec 2014, 08:49
  #177 (permalink)  
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Well, the 767-2C Engineering and Manufacturing Development aircraft was supposed to have flown for the first time yesterday, but didn't. Although it did complete some high speed taxy runs.

Today is the back up day. There'll be a lot of people at Everett with their fingers and toes crossed, I guess.
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Old 28th Dec 2014, 11:07
  #178 (permalink)  
 
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No such thing as too many pasties !
Anyone want to wager if Bubba will get his latest and greatest creation airborne ?
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Old 28th Dec 2014, 22:57
  #179 (permalink)  
 
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BEagle, the internal Boeing schedules have shown Dec. 27th for taxi tests, Dec. 28th for First Flight for the last couple weeks. The biggest worry after they completed taxi tests on Saturday was that the weather wouldn't cooperate and we'd have to slide to Monday (the forecast for Sunday was pretty bad, fortunately the worst of it hit overnight). They even managed to find a couple days in there to paint it .
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Old 28th Dec 2014, 23:53
  #180 (permalink)  
 
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It flies!


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