A bit off topic, but here some background about the tankering issue, or the non-tankering issue (although it should be clear that a tanker fleet is a huge force multiplier, regardless of range of fighters).
Aerial Refueling, Northern Defence and the F-35
By Richard Shimooka
Much has been written about the recent revelation that the Canadian Forces intended to buy F-35s incompatible with its current aerial tanking fleet, including a recent editorial by the National Post on December 27, 2012. This is a somewhat arcane area of military capability that merits further discussion.
To start there are two systems for aerial refueling: boom, and probe and drogue. Currently the Royal Canadian Air Force’s CF-18s use the probe method. The F-35A uses the boom system, though Canada had previously contemplated modifying it to accept both. The RCAF only possesses probe and drogue refueling aircraft; two converted Airbus CC-150T Polaris and five Lockheed Martin CC-130H (T) Hercules transports. The latter are generally limited in their capability and will be withdrawn from service by 2017.
Thus the Polaris represents the core of RCAF effective air refueling capability, however they are not an essential part of its Northern defence strategy. In the North, the primary mission the Canadian CF-18s face is intercepting Russian TU-95 Bear bombers and electronic warfare aircraft seeking to probe Canadian and American airspace. For the most part, these operations are intended to test NORAD defences and ferret out specific electronic transmissions, such as the new radar systems being fielded on fighters like the F-22 and F-15C. However the frequency of Russian operations is not predictable and thus requires Canadian fighter aircraft to operate on alert.
With only two CC-150T in service, it is impractical to permanently assign them to NORAD operations. Canada has never had more than two such tankers and not one between 1997 and 2009. This is partly why the Polaris fleet does not currently possess the avionics necessary to operate in the north, and will not until an upgrade scheduled to start later this year. Rather, the CC-150Ts are generally used to support foreign operations, like the recent campaign over Libya. They accelerate the deployment of forces into a theater and add some refueling capacity to the joint effort. As such, they are not considered necessary for Canada to participate in foreign operations. In the North, most live intercepts of Bears occur without any aerial refueling, as CF-18s operate from forward operating bases. When midair refueling is required in the North, a United States Air Force KC-135 tanker usually provides fuel to CF-18s. Much like how Canadian and American fighters jointly patrol our airspaces, tankers are shared through the NORAD treaty. This resource pooling for mutual defence was the original intent behind its creation in the 1950s.
With this in mind, the Canadian Forces’ decision not to install the fuel probe on the F-35A was made on the basis of two factors. First, the F-35’s range exceeds that of our current CF-18s and is around that of other fighters available to Canada. If selected, it will reduce the need for air-to-air refueling. Second, regardless of what fighter is chosen, Canada must replace its Polaris tankers by 2025, which will have reached the end of their service lives. The two models available for purchase (the KC-46 and A330 MRTT) are both primarily equipped with booms. Another approach under consideration is to follow the United Kingdom and other allies’ lead and contract out this service to a private company. This is possible because tankers operate well behind the front lines and are at low risk from attack.
Transitioning towards the boom system will increase the Canadian Forces’ flexibility. It would allow Canada to refuel all its aircraft, including the CC-177 transport, which is currently not possible with the Polaris. Moreover booms would enhance interoperability with allies, particularly the United States. The challenges of utilizing an incompatible system can be witnessed in the RCAF’s day-to-day operations. To support Canadian CF-18s on a NORAD mission, USAF KC-135s must be reequipped with a drogue basket and crewed with qualified personnel. Unfortunately, the latter is not always available, because only a few crews are capable of undertaking probe and drogue refueling compared to the nominal boom system. This can limit the RCAF’s ability to respond to threats against Canadian and American sovereignty. Looking forward, boom systems will become the most commonly used system among our non-US allies, in large part due to foreign sales of the F-35. Standardizing our refueling system with them will facilitate our ability to operate in a joint fashion, and enhance Canada’s security both at home and abroad.
Richard Shimooka is an independent consultant and analyst with the Conference of Defence Associations Institute. Between 2007 and 2012 he was a fellow at the Defence Management Studies Programme at Queen’s University. He is also a member of the International Institute of Strategic Studies. Richard has written several works that cover a diverse array of topics, including Canadian defence and foreign policy, procurement policy and organizational culture.
The views expressed are those of the author and do not reflect those of the CDA Institute.
https://www.cdainstitute.ca/en/blog/ent ... d-the-f-35
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). The aircraft are in the process of being modified (half the fleet already done) 