Strategic Tanker/Transports for Australia Part 2 Part 1 of this special report explored the the immediate pressures of 707 training evolving strategic context in South East capability replacement will thus see Asia and identified a developing need for medium widebodies adopted by the RAAF Australia’s air force to acquire a substantial in the near term. In addressing the needs of strategic/tanker transport force. high intensity operations, the most Since publication of Part 1, the December economical choice is then to further expand 2000 White Paper was released reflecting a the tanker fleet by the use of large similar viewpoint held by Australia’s widebodies, thus producing a ‘two tier’ defence planners. Indeed, the White Paper tanker fleet. extends established ADF doctrine to now While a medium tanker requirement can be encompass the use of tanker-supported F- readily addressed using either Boeing 767 111s for long range strikes against any or Airbus 310/330 derivatives, neither have military targets, maritime or land based that the offload performance to meet a heavy could represent a threat to Australia or its tanker requirement. strategic interests. Another important Boeing DC-10/MD-11 and Lockheed feature of the White Paper is that it asserts Tristar derivatives will be difficult to the critical importance of maintaining air support in Australia, more so beyond 2010 superiority over Australian territory and its when commercial fleets begin to downsize, maritime and air approaches. Ambitious and this is despite the adequate performance capability goals are defined in this respect, of these types as tankers. Indeed the USAF in particular the capability to conduct KC-10A will be orphaned post 2015, an sustained long range strike campaigns by issue of some concern in the US. the F-111 force, using aerial refueling. The only remaining type in the required size Whether we consider the White Paper and performance class is the Boeing 747, capability goals in counter-air operations or and this aircraft is the subject of this final strike operations, it is clearly evident that part of the series. the RAAF will need to field a substantial aerial refueling force to meet these Boeing 747 Derivatives objectives. The White Paper commits to The Boeing 747 family of aircraft is used five new technology tankers to replace the both by Qantas and Ansett in Australia, and Boeing 707-338C fleet, which is suffering Air New Zealand. Qantas flies the 747 in from fatigue and corrosion problems that passenger and freighter variants. Its design would be prohibitively expensive to rectify. is a derivative of a 1960s Boeing proposal Analysis based on strike, defensive combat for a military airlifter that lost out to the air patrol and comparative fleet ratios Lockheed C-5A Galaxy. The aircraft was indicates that about 12 to 16 large wide- later evaluated against the DC-10 as part of body tankers or 24 to 32 medium tankers the USAF Advanced Tanker / Cargo The Boeing would provide appropriate fleet sizing for Aircraft (ACTA) program, losing out to the deterrence operations, long range maritime McDonnell Douglas KC-10A proposal strike, air support of regional peacekeeping despite its superior performance. deployments, and air defence of the air sea Photographs exist of the 747 refueling even gap and the ‘deep north’. the SR-71A during these trials. Should ‘heavy widebodies’ be employed, Several AAR boom and receptacle equipped then airlift and ongoing resupply of a 747-100B tankers were supplied to Iran Carlo Kopp brigade-size ground force element would during the mid to late 1970s, including KC-25/KC-747 also be feasible. aircraft with lower-deck fuel tanks, and two For all practical purposes the budgetary US military variants exist with AAR commitment in the White Paper addresses receptacles. at best 40 per cent and, at worst, 20 per cent The conversion package for Iran was of the actual refueling capacity needs the performed with the expectation that other RAAF will face. Pressures in crewing and clients would be found, and a full fuel offload performance per airframe will production standard documentation package drive tanking needs in the direction of large was generated as a result. Therefore, a widebodies, whereas pressures in training current retrofit of the basic KC-135 boom to fuel burn and low intensity operations will the 747 incurs minimal Non Recurring favour medium widebodies. It is likely that Expenditure (NRE). 2 Air Power International Air Power International 3 Section 41 reworks and Pylon and D Boeing 747-400 variants and the -400 it was the 747 variant checks, with the cost of such a work The 747-400 is the current production with the best range performance. package reaching up to USD 10M per model, introduced in the early 1990s, As the -400 has penetrated into the aircraft. Engine overhauls typically cost available in passenger, Combi and Freighter commercial market, the demand for the USD 1.5M each at intervals of 1,200 to versions. It features the extended upper 747SP has fallen strongly. As at July 1999, 1,500 cycles. The market value of 747-100 deck of the -300, and a new extended wing seven were in storage and four dismantled and older -200 aircraft varies between USD fitted with winglets. Since it is available for structural spares. Qantas continues to 4.6M and 7.7M, with later build 747-200 either new-build or with a service life under operate two examples. No less than fifteen variants commanding between USD 13.8 10 years, fatigue life is not an issue for the 747SPs are currently on the market, and 26.2M apiece. 747-400 at this time. including some VIP transports, with a unit Boeing The 747-400 offers the best load carrying cost cited between USD 5.3M and 7.7M Boeing 747-300 performance of any 747 variant, but its apiece. Because of the poor profitability of The 747-300 is the extended upper deck larger MTOW imposes the need for better the 747SP on most routes, it is considered to variant of the late build -200B airframe, runways, and due to its large wingspan be worth more as scrap than as a manufactured between the early eighties ground handling can be an issue on some commercial asset. As the 747SP was almost and nineties. With the advent of the sites. It is also expensive in the used aircraft exclusively used for long haul operations, extended range -400 model, the demand for market, as it remains strongly in demand, the number of cycles on the airframes will this model in the commercial market has with typical used aircraft worth between mostly be excellent, in relation to the age declined and it is readily available, while USD 92.5M and 158.5M. and accrued flight hours of the aircraft accrued fatigue life will be modest for The Longer Range 747-400 incorporates (typically between 9,000 and 13,000 cycles examples flown mostly on long-haul routes. additional lower deck fuel and improved on aircraft aged around 18 years). Such At present, there is a glut of used 747- engines. The 747X, with a new wing design numbers are more typical for 747 aircraft of 747 200B/C and -300B/CF aircraft in the and fuselage stretch, will be available by 12-15 years of age. market; a good proportion of these are 2005 and will deliver significantly better However, the general condition of many of Combis that are already fitted with the large payload radius performance than the 747- the available aircraft is unclear, and SCD freight door and would thus incur 400 series. considerable refurbishment, and corrosion lower costs to convert to a tanker/transport repair effort may be required in addition to derivatives configuration. Typical unit costs fall Boeing 747SP the required AAR hardware modifications. between USD 39.4 and 50.8M, but will vary The Boeing 747SP is a high performance, Providing that candidate airframes are with the age, condition and fit of the lightweight, long range variant, adequately investigated prior to purchase, aircraft. Given the saturation of the market, manufactured between 1976 and the late this risk can be managed reasonably The Iranian aircraft employed an operator volume limited. The aggregate gross weight Therefore, this aircraft is the only type it may be feasible to acquire aircraft at 1980s, with only 45 built. The aircraft was precisely. with direct view as per the KC-135 design, limit for fore and aft lower lobe which satisfies the requirement of an prices well below the actual value of the specifically designed for very long range, The 747SP has the best short field take off but located behind a recessed rear fuselage compartments is 47.7 tonnes, assuming an existing domestic operator base, the aircraft. low load factor routes as a replacement for performance of any 747 variant. Most large window in the aft pressure bulkhead, rather evenly distributed load, which bounds the requirement for an established boom The extended upper deck on the 747-300 the long range variants of the Boeing 707. It widebodies require about 3,100 metres of than in a protruding fairing as used by the available capacity of lower deck tanks. The equipped AAR conversion, and delivers the series aircraft provides the means of employs a shortened fuselage, lighter runway, the 747SP typically requires 2,350 KC-135. US FAA requires the tanks withstand loads long range AAR offload performance and carrying up to 85 economy class passenger structure and enlarged tail surfaces. Until to 2,750 metres at MTOW, reflecting the A cheaper alternative to produce, at the of 9G.