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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.

voyager refueling aircraft

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.

Pictured is the Voyager tanker that performed the first Operational Air-Air refuelling of an RAF A400M Atlas.

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.

A huge airplane taking off from a run way into a miserable grey sky.

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

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UK Defence Journal

‘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 .

voyager refueling aircraft

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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guest

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.

Steve M

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

TwinTiger

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.

Johan

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.

Ambivalent Lurker

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 »

Daveyb

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.

George Parker

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.

Sceptical Richard

Yes been doing it Air tanker also refuel other alliance aircraft

Rob Collinson

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

Andrew

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.

Robert COLLINSON

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.

LongTime

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

A400M

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.

John N

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

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

Jake

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 »

Robert Blay.

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.

Chris

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

David Steeper

In the same way RAF tankers often refuel USN aircraft.

Mikem

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.

Robert Blay

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.

Geoffi

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.

Robert COLLINSON

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

Andy a

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.

Klonkie

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

Steve

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

Matthew

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 »

Marked

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!!

Deep32

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?

Mark B

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.

Paul42

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

Puffing Billy

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?

Mark T

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 »

Andrew D

No surprise 🙄

John G

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?

Monkey spanker

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?

Gunbuster

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.

Reaper

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

Positroll

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.

Daniel

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

the_marquis

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”…

Knight7572

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

Sooty

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.

Alabama Boy

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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RAF A330MRTT: The Voyager in Action

voyager refueling aircraft

The RAF variant of the A330MRTT is called the Voyager and was purchased through a public-pirvate partnership approach.

According to the RAF website , the Voyager and its role within the RAF is described as follows:

Voyager is the RAF’s sole air-to-air refuelling (AAR) tanker and also operates as a strategic air transport.  The aircraft is in service as the Voyager KC.Mk 2, equipped with two underwing pods for refuelling fast jets, and as the Voyager KC.Mk 3, with an additional centreline hose for use by large aircraft. 

Fuel offloaded during AAR is taken from the aircraft’s standard wing and fuselage tanks, leaving the cabin free for up to 291 personnel and the hold available for freight.  As a tanker, capabilities include the ability to operate a ‘towline’, where the Voyager orbits around a prescribed area awaiting ‘receivers’, or in a ‘trail’, where it flies with a number of fast jets, refuelling them over long ranges while taking responsibility for the formation’s fuel and navigation.

Alternatively, it can operate as a passenger aircraft in much the same way as a civilian airliner, but delivering personnel safely into theatre thanks to its defensive aids suite.  Voyager also offers considerable capacity for the movement of palletised and/or bulk freight in its lower fuselage hold.  A versatile aeromedical configuration, including the ability to carry up to 40 stretchers and three critical care patients is available, as is a modest VIP passenger fit. 

TYPE HISTORY

Airbus Industrie launched its combined A340/A330 programme on June 5, 1987.  It aimed to produce a family of closely related widebody airliners based on the four-engined, long-haul A340 and twin-engined, medium-haul A330.  The latter achieved its first flight, with General Electric engines, on November 2, 1992, with the initial Rolls-Royce Trent-powered machine following on January 31, 1994.

Typically for Airbus, the A330’s pilots interact with its fly-by-wire system via sidestick controllers rather than the yoke traditionally associated with large aircraft.  The basic A330-200 and longer A330-300 have been developed into a wide range of subvariants offering revised performance and different maximum take-off weights.

voyager refueling aircraft

The earlier A310 widebody had found favour with several air arms as the basis for conversion into a military transport or multi-role tanker transport (MRTT), and Airbus recognised the type’s potential as a possible TriStar/VC10 replacement in the early 1990s, trialling a modified aircraft alongside RAF fast jets in 1995.  

It was subsequently expected to offer the A310 MRTT against the UK’s Future Strategic Tanker Aircraft (FSTA) requirement, announced as a likely private finance initiative (PFI) programme in 2000.  In the event, the procurement process was delayed and although Airbus did not tender, in 2004 the Ministry of Defence announced its intention to acquire a variant of the A330 MRTT.

Under a March 2008 agreement, the AirTanker consortium was selected to provide 14 aircraft under a 27-year contract.  This includes a so-called ‘Core Fleet’ of eight military serialled and one civilian-registered aircraft, supplemented by a ‘Surge Fleet’ of five civilian-registered aircraft that AirTanker uses commercially to generate additional revenue.  The surge aircraft are demodified very close to A330-200 standard and can be recalled for military use if required.

AirTanker owns, manages and maintains the aircraft and provides infrastructure,  support, training facilities and some personnel, in particular Sponsored Reserve pilots and engineers.  Named Voyager in service, the A330 MRTT began RAF operations with 10 Sqn on May 12, 2012, flying an air transport sortie from its Brize Norton home base to RAF Akrotiri, Cyprus.

Issues with the drogues, or ‘baskets’ into which receivers insert their probes during refuelling operations delayed Voyager’s debut in the tanker role, but these had been overcome by summer 2013 and the aircraft’s ability to deliver fuel to a variety of RAF and allied aircraft expanded very quickly.  Also in 2013, 101 Squadron retired the RAF’s final VC10s and began flying Voyager alongside 10 Sqn and AirTanker’s reservists.

Although it ranges worldwide, Voyager remains home-based at Brize Norton.  One aircraft is always available on the Falkland Islands, primarily in support of the Typhoon QRA jets, but also available to the Hercules.  Another of the type operates the regular airbridge to and from the Falklands and Voyager is making a major contribution to Operation Shader, offloading fuel to RAF Tornados and Typhoons, and a variety of Coalition jets, including US Marine Corps Harriers and F/A-18 Hornets.

The Voyager has provided global reach for the RAF as they have operated their Eurofighters globally.  As then RAF Lossiemouth base commander, Group Captain and now Air Commodore Paul Godfrey put it with regard to their global deployments:

“In my entire time in the Royal Air Force, I’ve not seen a global deployment as we managed at the end of last year with our deployment to Malaysia, Japan and Korea.

Throughout the period we visited the United Arab Emirates, India, Malaysia, Japan, The Republic of Korea, Brunei and back through India, UAE and Greece which is about as global a deployment as you can get.”

And flying with their Voyager is a key part of the global reach effort.

For example, in 2016, RAF Typhoons fly to South Korea to exercise with US and South Korean forces.

According to a news item on the RAF website published on November 8, 2016, between 4 and 10 November 2016, the Republic of Korea (ROK) Air Force hosted “Invincible Shield,” the first ever combined air exercise with the US and the UK.

Four Eurofighter Typhoons from Royal Air Force (RAF) No. 2 Squadron deployed to Osan Air Base in Korea after conducting exercises in Malaysia and Japan. C-17 Globemaster transport aircraft, Voyager tanker aircraft, and around 200 RAF personnel will also participate.

And the Voyager carried personnel inside the aircraft and refueled during the deployment from its wings to provide both a lift and tanking capability during the flight to the mission.

Clearly, the Voyager and the A330MRTT are now part of the global allied tanking efforts.

For example, this May, RAF Mildenhall hosted the 5th annual European Tanker Symposium where Voyager was a key participant.

The symposium, held every year since 2012, allows NATO allies to share their experiences, discuss mixed tanker formation standards, and build on tanker integration.

The week-long event included mixed formation academics, discussions and flights in a KC-135 Stratotanker and a Royal Air Force Voyager. Ultimately, the event was to establish and initialize best practices when flying in a multinational formation, and the goal was once again achieved.

“This is one of the first times that we’ve gotten together as European partners to specifically concentrate on these tactics, techniques and procedures on how we operate together,” said Lt. Col. Timothy Mach, 100th Operations Group deputy commander. “Being able to fly on the airplanes, we can all get an idea of the countries that don’t normally do formation flying together, and we can start building those procedures.”

Flying in a multinational tanker formation is something the ETS is trying to safely create. During the days leading to the formation flight, aircrew shared differences in the terminology and procedures they each use.

“I think the procedures have remained largely the same,” said RAF Flt. Lt. Elizabeth Herbert, RAF Voyager captain. “It’s the fundamental basics that are important — remaining a safe distance from each other when you meet up, and ensuring that you can remain in a close formation. It doesn’t really matter what large aircraft you have in that scenario; providing we maintain these techniques, the type of large aircraft – whether currently or in the future – doesn’t matter.” 

The featured photo shows the Voyager bringing the first four F-35s home to Britain from the United States.

The first of Britain’s next-generation fighter jets are set to arrive home tonight, two months ahead of schedule, in a major milestone for the Royal Air Force and Royal Navy.

The F-35s took off from Marine Corps Air Station Beaufort and were flown by British pilots of the newly-reformed 617 Squadron, which was immortalised by the famous Dambusters’ raid during World War II.

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About Voyager

A cutting-edge technology provided by AirTanker, deployed by the RAF, to deliver a new strategic capability in support of UK Defence and global interests.

Voyager delivers

Voyager brings new operational flexibility to the RAF, picking-up roles previously performed by the legendary VC10 and TriStars. Providing increased reliability and range, it gives the RAF an enhanced capability in support of troop mobility, the movement of military assets, UK air defence and humanitarian operations.

This includes a state-of-the art air-to-air refuelling capability (AAR), supporting the movement of other air assets through AAR trail and towline operations.

With a payload of 43 tonnes of freight and 291 seat passenger capacity, plus an aeromedical evacuation capability, Voyager also delivers new flexibility in air mobility to the UK Armed forces in support of military or humanitarian operations.

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The Voyager Fleet

The full fleet of 14 Multi Role Tanker Transport (MRTT) aircraft have all been delivered and Full Service Date was achieved on 30th September 2016.

The 14-strong fleet provided to the RAF consists of seven two-point and seven three-point capable tankers and all nine aircraft within the ‘core fleet’ are operating from Voyager’s Oxfordshire home-base at RAF Brize Norton. Capable of performing Air Transport, Aeromedical and Air-to-Air Refuelling roles simultaneously, the Voyager delivers a step change in capability to the UK Armed Forces. Click here for a breakdown of our capabilities.

The ‘Core’ fleet

The 'Core' fleet of 9 aircraft consists of 8 Voyager MRTT aircraft on the Military Aircraft Register (MAR) and one civilian A330 aircraft on the Civil Aircraft Register (CAR). Operated by AirTanker civilian pilots and cabin crew, this civilian A330 aircraft is exclusively available to the MOD and forms the basis of AirTanker’s ‘charter’ service in maintaining the South Atlantic Airbridge to the Falkland Islands.

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The ‘Non-Core’ Fleet

When not required by the RAF, the ‘Non-Core’ fleet of 5 aircraft are available to AirTanker to utilise within the military and civil leasing markets. Three of these aircraft have been reconfigured to commercial use and are on the CAR, used within the Aircraft, Crew, Maintenance and Insurance (ACMI) market. Now that the aircraft are coming into a busier maintenance schedule due to their age, to ensure that nine aircraft are always provided to the RAF, two aircraft from the ‘non-core’ fleet are kept in their military configuration and on the MAR, to continue smooth running operations.

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Royal Air Force Atlas C1 A400M and Voyager from RAF Brize Norton air to air refuelling training 26072022 CREDIT MOD Crown Copyright

RAF completes Voyager air-to-air refuelling flight using sustainable fuel blend

The Royal Air Force has successfully completed a Voyager air-to-air refuelling flight – powered by an approximately 43% blend of Sustainable Aviation Fuel (SAF).

Flying from RAF Brize Norton, over the North Sea and via Farnborough on its return home, the Voyager aircraft also undertook air-to-air refuelling with Typhoons, as part of planned training.

This latest flight marks the launch of a new aviation Net Zero Carbon roadmap for commercial aviation.

  • RAF successfully refuels Typhoon and C-130 mid-air using sustainable fuel blend
  • RAF completes groundbreaking first flight using sustainable fuel
  • Sustainable fuel set to power RAF reaches landmark new stage

This latest achievement, called "significant" by the Ministry of Defence, follows a series of recent milestones achieved by the RAF towards a sustainable aviation future.

In January, the RAF achieved its first SAF blend air-to-air refuelling of a Typhoon and C-130 Hercules aircraft.

An RAF Voyager delivered the fuel to the aircraft – the Voyager  completed a ground-breaking trial flight  in November 2022 during which it flew on 100% SAF.

Leftover fuel from that test was mixed with regular fuel at around 46-48%, the RAF said.

The RAF worked with BP to re-certify the mixture and ensure the required standards for a safe and effective mission.

Sustainable Aviation Fuel, which is created from waste-based sustainable feedstocks like used cooking oil, cuts lifecycle carbon emissions on average by up to 80% compared to conventional jet fuel.

It is hoped, in time, increased use of SAF should help to improve the RAF's operational resilience and reduce its reliance on global supply chains and fossil fuels.

'Crucial transformation'

Defence Minister Baroness Goldie said: "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. 

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

Net zero by 2040

Supporting the RAF's ambitions to be net zero by 2040, the Voyager flight was part of an existing task from the Chief of the Air Staff to gather the required data to inform the longer-term transition away from fossil fuels.

Chief of Staff Support and Chief Engineer Air Vice-Marshal Paul Lloyd said: "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.

"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 and I welcome the announcement introduction of commercial uses of SAF," he added.

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RAF Voyager demonstrates AAR capability with C-130J Hercules

Voyager boosts other aircraft’s combat capability and extends their task endurance by three-fold.

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The UK Royal Air Force’s (RAF) Voyager tanker has successfully demonstrated a large aircraft air-to-air refuelling (AAR) capability.

As part of the demonstration, Voyager carried out an AAR refuelling training sortie with C-130J Hercules.

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It aimed to train the tanker in the complex operational processes required for refuelling an aircraft in the air, which is a crucial component of RAF flying operations.

RAF 101 Squadron officer commanding wing commander Udall said: “Voyager is usually known for refuelling fast jet aircraft, acting as a force multiplier through extending their endurance on task three-fold. 

“However, in the context of C-130J operations, Voyager is more likely to be used to extend range, allowing C-130J even greater reach without the need to land and refuel. 

“Training C-130J crews to safely receive fuel from Voyager remains as important now as ever.”

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RAF’s sole AAR refuelling tanker aircraft, Voyager serves as a force multiplier by refuelling and boosting the combat capability of other aircraft when needed. 

As a result, the timely refuelling allows the RAF fighter jets, including the F-35B and Eurofighter Typhoon, to increase their time-on-task or a range to perform missions.

With the AAR process, larger aircraft such as Hercules C130J and Atlas A400M can support airdrops and various humanitarian missions.

Recently, Hercules conducted multiple sorties to drop supplies onto the Sky-Blu Field Station in Antarctic, as part of the exercise Austral Endurance.

The sorties were supported by RAF’s Voyager tanker aircraft.

Last month, Voyager conducted a training exercise to refuel Qatar Emiri Air Force’s (QEAF) Rafale fast jets.

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RAF Voyager Completes Aerial Refuelling Flight Powered by a 43% Blend of Sustainable Aviation Fuel 

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  • RAF Voyager Refuels Mid-air With Sustainable Aviation Fuel RAF Voyager Refuels Mid-air ...

This news is classified in: Defense Aviation Military Aircraft Sustainable Aviation

Apr 18, 2023

RAF Voyager Refuels Mid-air With Sustainable Aviation Fuel

The royal air force has successfully completed a voyager air-to-air refuelling flight, powered by an approximately 43% blend of sustainable aviation fuel (saf). voyager aircraft powered by 43% sustainable aviation fuel (saf) flies over north sea. the aircraft used a blend of traditional fossil fuels and saf such as cooking oil. flight marks the launch of a new aviation net zero carbon roadmap for commercial aviation..

voyager refueling aircraft

Flying from RAF Brize Norton, over the North Sea and via Farnborough on its return home, the Voyager aircraft also undertook air-to-air refuelling with Typhoons, as part of planned training.

Made from waste-based sustainable feedstocks, such as used cooking oil, SAF reduces lifecycle carbon emissions by up to 80% compared to traditional jet fuel and will be key to reducing the RAF’s reliance on global supply chains and fossil fuels, while improving operational resilience.

This significant moment follows a series of recent milestones achieved by the RAF towards a sustainable aviation future, including the world first RAF Voyager flight fuelled by 100% SAF.

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Defence Minister, Baroness Goldie said: "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."

"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."

Part of a two-day industry led conference – Sustainable Skies World Summit - the flight marks the UK aviation industry publishing its updated aviation Net Zero Carbon roadmap outlining how commercial aviation will become more sustainable and commercially viable.

The annual event, hosted at Farnborough International Exhibition & Conference Centre, brings together various partners from industry to showcase the latest developments in sustainable aviation technology and support efforts moving towards the implementation phase of meeting its net zero commitment.

Supporting the RAF’s ambitions to be Net Zero by 2040, the Voyager flight was part of an existing task from the Chief of the Air Staff to gather the required data to inform the longer-term transition away from fossil fuels.

The RAF has identified that using SAF and alternative aviation fuels will be critical for the future operational capability of the RAF and wider military aviation.

The UK’s SAF programme is already one of the most comprehensive in the world and supports our vision to set the UK up to be a global leader in the development, production, and use of SAF.

Supporting the Prime Minister’s priority to grow the economy, new aviation technologies and fuels provide huge opportunities for economic growth, delivering jobs and prosperity across the country.

Chief of Staff Support and Chief Engineer, Air Vice-Marshal, Paul Lloyd said: "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."

"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 and I welcome the announcement introduction of commercial uses of SAF."

Providing increased reliability and range, the Voyager aircraft gives the RAF an enhanced capability in support of troop mobility, the movement of military assets, and supports UK air defence.

With a payload of 43 tonnes of freight and 291 seat passenger capacity, plus an aeromedical evacuation capability, Voyager also delivers flexibility in air mobility to the UK Armed forces in support of military and humanitarian operations.

During the two days of the Sustainable Skies World Summit, the Jet Zero Council (JZC) – a partnership between industry and government with the aim of delivering at least 10% SAF in the UK fuel mix by 2030 and zero emission transatlantic flight within a generation - will also meet. The Jet Zero Council is driving the ambitious delivery of new technologies and innovative ways to cut aviation emissions.

The SAF for the flight was sourced by International Airlines Group (IAG), and supplied by bp.

Tell a friend: RAF Voyager Refuels Mid-air With Sustainable Aviation Fuel

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Enjoy These Stunning Shots Of RAF Voyager “Vespina” During Aerial Refueling Ops With RAF F-35Bs And Typhoons

voyager refueling aircraft

The RAF Voyager “Vespina” has already carried out AAR (Air-to-Air Refueling) operations with RAF Typhoons and Lightning jets earlier today.

Yesterday we reported about the maiden flight of the RAF A330 Voyager ZZ336 with its brand new (and controversal) livery. Following its arrival at RAF Brize Norton airbase, the aircraft was immediately rushed back to its primary task: aerial refueling. On Jun. 26, flying as TARTAN 58, the “special” Voyager took part in AAR ops with RAF Lightning and Typhoon fighters during Exercise CRIMSON OCEAN.

voyager refueling aircraft

Noteworthy, the tanker and its receivers could be tracked online on ADSBExchange website.

voyager refueling aircraft

The RAF refers to the aircraft as “Vespina”, from Operation VESPINA, the name for A330 Voyager VIP missions. In fact, the aircraft will perform (along with AAR) transport missions for Government Ministers and the Royal Family.

voyager refueling aircraft

Exercise CRIMSON OCEAN allows the Royal Navy and RAF to train and hone their ability to deliver routine fighter and helicopter operations in a range of environments from the aircraft carrier HMS Queen Elizabeth. Lightning aircraft from 617 Squadron have been onboard the carrier since 10 th June when they left their base at RAF Marham in Norfolk.

voyager refueling aircraft

After the mission, the Royal Air Force posted some really cool aerial shots on their official website, along with a clarification about the way has been painted on the aircraft for all those people who are not aware of the convention among all the air forces for the flag to appear as it flying from a pole on the nose:

Despite appearances the flag design is correct in all respects and follows the convention for the flag to appear as though it is flying from a flag placed on the nose of the aircraft, as it travels through the air. When viewing the starboard side (right hand side), this can give the mistaken impression that the design is backwards, or upside down, when in fact the observer is simply viewing the reverse side of the flag.

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Twenty-five years ago, the staff of the National Air and Space Museum held its collective breath for nine days as a seemingly fragile, flying fuel tank made its way across oceans and continents in an attempt to become the first aircraft to fly around the world non-stop and unrefueled. The odd-looking bird had departed Edwards Air Force Base, California, on the morning of December 14, 1986, and the rest of the world was following as continuous sightings and updates flowed to the media, the Museum, and to the flight’s headquarters in Mojave, California. Everyone wondered if you really could fly around the world on one tank of gas?

Image of the Voyager

As it turned out, you needed 17 tanks of fuel all in one vehicle from start to finish.   Voyage r , the ultimate homebuilt, was the brainchild of unconventional designer Burt Rutan and two record-setting pilots, his brother Dick Rutan and Jeana Yeager.  Six years from initial conception on a napkin, as the story goes, to completion of the flight two days before Christmas in 1986, this trio successfully proved that lots of hard work and a little bit of luck could still make dreams come true.  Of course they didn’t do it alone.  A dedicated team of volunteers supported every aspect of the endeavor, but it was Dick Rutan and Yeager who beat the bushes for donations from the general public and corporate sponsors (they never did get a big-time sponsor) and built and tested the aircraft themselves. In the end, their dramatic quest created a public following that rivaled the flight-tracking of Santa Claus on Christmas Eve. All of a sudden Museum curators were being asked who else had flown around the world, how and when were the flights accomplished, and was this really the last aviation milestone?  We knew the answers to the first two questions: in 1924, Army Air Corps crews flew two Douglas World Cruisers biplanes on the first round the world flight, a six-month marathon around oceans and through the arctic snow and tropical jungles — one of the airplanes, the Chicago , is in the Museum’s Barron Hilton Pioneers of Flight Gallery .  Then in 1957, three USAF B-52B bomber crews made the first non-stop flights around the world aided by aerial refueling.  No one seriously considered it possible to accomplish the flight without some sort of refueling, until Burt Rutan did. The sheer audacity of assuming it could be done had to wait for dramatic changes in aircraft construction material and an out-of-the-box thinker. Weight, the ever-present penalty for aircraft, was the ultimate problem to be conquered.  How could you squeeze in enough fuel to fly nearly 25,000 miles and yet keep the aircraft light enough to even take off? Carbon fiber was the answer, making the aircraft half the weight of conventional aluminum construction, but as strong as steel.  Burt Rutan’s design certainly turned heads with its forward canard and graceful wings connecting two out-rigger booms, all of which contained 7011.5 pounds of fuel.  Every effort was made to keep the aircraft light, and thankfully Yeager weighed only 95 pounds. The two pilots were crammed into a phone booth-sized barebones cockpit and they would be there for nine days.  That alone earns gasps when people first see the aircraft but add the fact that, unbeknownst to the public, the pilots had not been getting along very well and you have a truly incredible feat.

Dick Rutan and Jeana Yeager

The Rutans and Yeager made it clear they expected success and they wanted to see the aircraft hanging at the Smithsonian.  The Museum adopted a wait and see attitude; given the long delays in the program and the dangers and pitfalls of the proposed flight, would this ever really happen? Ultimately, determination and perseverance prevailed as Voyager and its crew endured the loss of its winglets on and just after  takeoff, a typhoon, thunderstorms that flipped the craft to a 90-degree bank, fuel starvation in one engine, and severe physiological and psychological stress. The Museum followed the nine-day trip in the Air Transportation gallery but there were still questions — was it really one of the last great records of aviation?  By the time Rutan and Yeager landed back at Edwards AFB at 8:05am PST on December 23, 1986, it was clear that history had been made.  Not only were they the first to fly non-stop non-refueled around the world, they also set eight absolute or world class records.  Winning aviation’s prestigious Collier Trophy settled the discussion. While the press lavished praise couched in holiday cheer, the Museum began planning for a new addition to its collection. In the summer of 1987, Voyager was dismantled for its trip by trailer from California to the Paul E. Garber Preservation, Restoration and Storage Facility in Suitland, Maryland.  While Voyager received accolades at the Experimental Aircraft Association Convention in Oshkosh, Wisconsin, structural engineer and curator Howard Wolko calculated how to get this huge aircraft into the building.  After a midnight wide-load ride from the Garber Facility to the west terrace of the Museum in Washington, DC, our team of specialists moved the center section onto dollies. Then the carefully laid plans came to a halt. Just inside the west doors a replica aircraft carrier deck which held our Grumman Hellcat protruded a little too far, and it was clear that Voyager would not pass.  In the wee hours of the morning, a solution was found: elevate and tilt the center section with a hydraulic lift, inching it over and past the offending carrier deck.  After barely sliding by the Air Transportation gallery, the center section was rolled into the South Lobby at dawn.  Thankfully the assembly of the wings, empennage, and engines was routine and our able but tired staff suspended Voyager using scissor lifts and winches in time for our 10:00 a.m. opening.  The near catastrophic loss of the winglets on takeoff proved fortunate for us by reducing the wingspan by two feet and allowing the aircraft to fit snugly into the South Lobby. On the first anniversary of the flight, Burt and Dick Rutan and Jeana Yeager reached their final goal of seeing Voyager suspended in the south lobby of the National Air and Space Museum. 

We rely on the generous support of donors, sponsors, members, and other benefactors to share the history and impact of aviation and spaceflight, educate the public, and inspire future generations.  With your help, we can continue to preserve and safeguard the world’s most comprehensive collection of artifacts representing the great achievements of flight and space exploration.

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Home   /   Newsroom   /   2024   /  Nations put air defence forces through their paces in the High North during Global Guardian

Mar 4 2024

Nations put air defence forces through their paces in the High North during Global Guardian

NORTHWOOD, United Kingdom  - The Joint Expeditionary Force (JEF) conducted a large integrated air defence activity across the High North and North Atlantic, involving participation from seven JEF nations on February 29, 2024. 

JEF Nations' participation in air defence highlights the collective efforts of the JEF in deterring any would-be adversaries, while contributing to NATO’s enhanced Vigilance Activity in the region

Under the coordination of NATO’s Combined Air Operations Centre (CAOC) in Uedem, Germany, the JEF worked with long-range strategic bombers from the United States Air Force (USAF), returning to their home base in the United States, to simulate the interception of adversary aircraft. As the bombers made their way south down the coast of Norway, ground and carrier-based Quick Reaction Alert (QRA) aircraft scrambled in succession to intercept them, demonstrating the JEF’s ability to defend the skies above NATO’s northern flank.

voyager refueling aircraft

Global Guardian was an activity coordinated with NATO’s Steadfast Defender 24, NATO’s largest exercise in a generation. This included tracking of the aircraft by NATO maritime task groups and interception by F-35 Lightning Aircraft based on HMS Prince of Wales.

"Exercises like this are vital for the training of F-35 pilots, engineers and everyone involved onboard the aircraft carrier, as they represent a very realistic demand to scramble our aircraft with only minutes notice,” said Commodore James Blackmore, Royal Navy, Commander UK Carrier Strike Group onboard HMS Prince of Wales. “They also serve as a demonstration of just how quickly UK Armed Forces can react in the event of such an incident,” he added.

"From our afloat perspective it shows the flexibility that carrier strike capability brings to UK and Allied defence,” said Commodore James Blackmore. ”We are able to act as a mobile airfield, moving up to 500 miles per day, being placed wherever required to launch our jets at any time of day or night to carry out intercepts such as these,” he added.

The JEF Operational Headquarters, in London, contributed to the planning and coordination of the activity alongside various headquarters in Europe and North America. This training sortie was part of regular training activities by the RAF with the US Air Force and NATO Allies, integrated into the routine deployment of US Bomber Task Force aircraft to Europe.

Story by Joint Expeditionary Air Force Public Affairs Office

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IMAGES

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