France replaces US-made KC-135 Stratotanker aircraft with European A330 MRTT for independent air refueling capacity
{loadposition bannertop}
{loadposition sidebarpub}
On June 30, 2025, the French Air and Space Force officially retired its last three KC-135 Stratotanker aircraft at Airbase 125 in Istres-Le Tubé, near Marseille. The event included a flyover by a KC-135 and the Patrouille de France. This retirement concludes 61 years of French KC-135 operations, which began in 1964. Alongside the withdrawal of the aircraft, the French aerial refueling squadron 4/31 “Sologne” was also inactivated.Follow Army Recognition on Google News at this link
The three KC-135RGs, purchased in the 1990s, were further modernized to carry NATO-standard cargo pallets and to comply with international airspace requirements. (Picture source: French Air Force)
France is replacing the KC-135 fleet with the Airbus A330 Multi Role Tanker Transport (MRTT), known in French service as Phénix. By mid-2025, 12 out of 15 ordered MRTTs had entered service. The 13th was delivered in parallel with the KC-135 retirement, and the final two are scheduled for delivery by 2028. The A330 MRTT will now carry out France’s aerial refueling and transport missions, including support for nuclear deterrence.
The Boeing KC-135 was developed from the Boeing 367-80 prototype, which also served as the basis for the Boeing 707. The aircraft made its first flight on August 31, 1956, and entered service with the U.S. Air Force in June 1957. It was designed to replace the slower, piston-engined KC-97 Stratofreighter, and was the USAF’s first jet-powered tanker. Boeing built over 800 KC-135s in various configurations, including models for reconnaissance (RC-135), electronic warfare (EC-135), and atmospheric sampling (WC-135). The KC-135 has undergone multiple engine and avionics upgrades over its service life. In the 1980s, many aircraft were re-engined with CFM International CFM56 turbofans, producing the KC-135R variant. This modification increased fuel offload capacity, reduced noise and maintenance costs, and improved efficiency. The aircraft was further upgraded with digital avionics through the Block 45 program. It remains in service with the USAF, Turkey, and Chile, with operational and support costs increasing steadily as the fleet ages.
France acquired 12 C-135Fs in the early 1960s to support its strategic nuclear deterrent, primarily by extending the range of Mirage IV bombers. These aircraft entered service in 1964. They were later adapted to refuel Mirage 2000N and Rafale fighters carrying ASMP and ASMP-A missiles. Between 1985 and 1988, 11 C-135Fs were upgraded to the C-135FR configuration, with CFM56 engines replacing the original J57s. This improved fuel efficiency and thrust. In the 1990s, France acquired three KC-135RG aircraft from the U.S. Air Force, which were modernized in 2014 with new avionics, high-frequency communication antennas, and compatibility with modern air traffic systems. The French fleet supported operations in the Middle East, including Opération Chammal against Islamic State targets in Iraq and Syria, and missions in the Sahel region. The aircraft were equipped to deliver up to 17 tonnes of fuel per mission. They also supported NATO exercises, refueling allied aircraft via hose-and-drogue systems. By June 2025, only three aircraft remained operational. Rising maintenance costs, estimated at approximately €23,000 per flight hour, limited the cost-effectiveness of continued operations.
The French variants included the C-135FR and KC-135RG models. The C-135FR fleet was equipped with drogue adapters for NATO interoperability and re-engined with CFM56 turbofans. The three KC-135RGs added in the 1990s were further modernized to carry NATO-standard cargo pallets and to comply with international airspace requirements. These tankers operated from Istres-Le Tubé and were all assigned to the 4/31 “Sologne” squadron. They supported conventional and nuclear missions and were compatible with multiple receiver aircraft types. The aircraft lacked onboard self-protection systems and were not suited for integration with digital, networked operations. Their avionics and electronic protection measures were less advanced than those of current generation tankers. Despite various upgrades, the fleet’s performance limitations and increasing sustainment costs prompted full replacement by the Airbus A330 MRTT. The C-135FRs were retired in 2023, followed by the final three KC-135RGs in June 2025. All 15 aircraft are being replaced by the MRTT fleet by 2028.
The Airbus A330 MRTT offers a larger fuel load, greater payload capacity, and a wider range of mission capabilities. It can carry up to 111 tonnes of fuel, compared to 90.7 tonnes on the KC-135. It supports both boom and hose-and-drogue refueling methods, enabling it to refuel two aircraft simultaneously. The MRTT also serves as a strategic airlifter, transporting up to 300 passengers or 45 tonnes of cargo, or 40 stretchers for medevac missions. Its unrefueled range is more than 14,800 kilometers. The KC-135R has a maximum range of 2,414 kilometers with a 150,000 lb fuel load, and can transport 83,000 lb of cargo or 80 personnel. The MRTT has a modern glass cockpit, digital flight control systems, Link 16 datalink, secure SATCOM, and self-protection systems. These features support its integration into modern coalition air operations. The MRTT has improved fuel efficiency and a lower operating cost per mission due to its twin-engine configuration and newer airframe design.
The Airbus A330 MRTT offers a larger fuel load, carrying up to 111 tonnes of fuel, compared to 90.7 tonnes on the Boeing KC-135 Stratotanker, while allowing for the refueling of multiple aircraft types in the same mission. (Picture source: Airbus)
The A330 MRTT also increases the French Air and Space Force’s operational flexibility and endurance. It allows refueling of multiple aircraft types in the same mission, improves interoperability with NATO and U.S. forces, and extends strategic reach. The MRTT is also capable of rapid role change between transport, medevac, and refueling without structural modification. Compared to the KC-135, it offers longer endurance, more fuel delivery at extended range, and greater cargo and personnel capacity. The MRTT supports current NATO and EU air operations standards without requiring airspace waivers or retrofits. It enables continuous long-range operations, supports the airborne nuclear strike component, and is compatible with current and future Rafale configurations. Its multi-role functionality and higher offload capacity improve France’s ability to conduct overseas deployments and contingency operations. This transition aligns with broader European trends in tanker modernization and reflects increased demand for flexible, high-capacity aerial refueling and transport platforms.
Additionally, this transition reflects broader concerns within France’s defense planning related to dependency on US-supplied military systems. France’s move to the European Airbus A330 MRTT could mirror previous US policy decisions, including the rejection of Airbus’s A330-based KC-45A during the KC-X competition, which had proposed replacing the KC-135 within the US Air Force. This decision reaffirmed the United States’ preference for domestic platforms, even when European alternatives had been selected during competitive tenders. The result was interpreted by some European partners as a strategic veto, reinforcing the understanding that reliance on American equipment entails political and operational constraints. These concerns have grown in recent years as Washington has increasingly asserted its ability to restrict exports, deactivate support, or suspend operational permissions related to sensitive systems, depending on political circumstances or allied behavior. This includes the potential denial of spare parts, software updates, or command-and-control functionalities.
The French decision to replace the US-made KC-135 with the A330 MRTT could have been, therefore, influenced not only by considerations of aircraft age and performance but also by a broader assessment of strategic autonomy. The A330 MRTT was developed and manufactured in Europe and is not subject to the same export or re-export restrictions imposed by the United States under ITAR regulations. Its integration into the French Strategic Air Forces since 2019 supports France’s airborne nuclear deterrence and provides aerial refueling for conventional operations without the requirement for US permissions. By reducing reliance on US-origin platforms for critical capabilities such as long-range refueling, France aims to preserve its freedom of action in planning and executing operations across multiple theaters, including those where US strategic interests may not align. This move is consistent with broader French defense policy, which emphasizes national decision-making in the deployment and sustainability of its forces.
The A330 MRTT is based on the Airbus A330-200 airliner, which entered commercial service in 1998. Development of the MRTT began in the early 2000s. The aircraft first flew as a tanker in June 2007. France selected the MRTT in 2014 and initially ordered nine units. The order was expanded to 15, with deliveries beginning in 2018. The MRTT was designed with reinforced wings, refueling systems, and a strengthened fuselage. It was adopted by the United Kingdom, Australia, South Korea, Saudi Arabia, and others. The MRTT uses Rolls-Royce Trent 700 engines and includes onboard systems that allow automatic air-to-air refueling monitoring and mission management. France designated its variant as Phénix. The aircraft supports operations from multiple airbases and is compatible with both domestic and NATO operational frameworks. The program’s timeline aligns with the phased retirement of the KC-135 and is intended to ensure uninterrupted strategic refueling capabilities through the next several decades.
{loadposition bannertop}
{loadposition sidebarpub}
On June 30, 2025, the French Air and Space Force officially retired its last three KC-135 Stratotanker aircraft at Airbase 125 in Istres-Le Tubé, near Marseille. The event included a flyover by a KC-135 and the Patrouille de France. This retirement concludes 61 years of French KC-135 operations, which began in 1964. Alongside the withdrawal of the aircraft, the French aerial refueling squadron 4/31 “Sologne” was also inactivated.
Follow Army Recognition on Google News at this link
The three KC-135RGs, purchased in the 1990s, were further modernized to carry NATO-standard cargo pallets and to comply with international airspace requirements. (Picture source: French Air Force)
France is replacing the KC-135 fleet with the Airbus A330 Multi Role Tanker Transport (MRTT), known in French service as Phénix. By mid-2025, 12 out of 15 ordered MRTTs had entered service. The 13th was delivered in parallel with the KC-135 retirement, and the final two are scheduled for delivery by 2028. The A330 MRTT will now carry out France’s aerial refueling and transport missions, including support for nuclear deterrence.
The Boeing KC-135 was developed from the Boeing 367-80 prototype, which also served as the basis for the Boeing 707. The aircraft made its first flight on August 31, 1956, and entered service with the U.S. Air Force in June 1957. It was designed to replace the slower, piston-engined KC-97 Stratofreighter, and was the USAF’s first jet-powered tanker. Boeing built over 800 KC-135s in various configurations, including models for reconnaissance (RC-135), electronic warfare (EC-135), and atmospheric sampling (WC-135). The KC-135 has undergone multiple engine and avionics upgrades over its service life. In the 1980s, many aircraft were re-engined with CFM International CFM56 turbofans, producing the KC-135R variant. This modification increased fuel offload capacity, reduced noise and maintenance costs, and improved efficiency. The aircraft was further upgraded with digital avionics through the Block 45 program. It remains in service with the USAF, Turkey, and Chile, with operational and support costs increasing steadily as the fleet ages.
France acquired 12 C-135Fs in the early 1960s to support its strategic nuclear deterrent, primarily by extending the range of Mirage IV bombers. These aircraft entered service in 1964. They were later adapted to refuel Mirage 2000N and Rafale fighters carrying ASMP and ASMP-A missiles. Between 1985 and 1988, 11 C-135Fs were upgraded to the C-135FR configuration, with CFM56 engines replacing the original J57s. This improved fuel efficiency and thrust. In the 1990s, France acquired three KC-135RG aircraft from the U.S. Air Force, which were modernized in 2014 with new avionics, high-frequency communication antennas, and compatibility with modern air traffic systems. The French fleet supported operations in the Middle East, including Opération Chammal against Islamic State targets in Iraq and Syria, and missions in the Sahel region. The aircraft were equipped to deliver up to 17 tonnes of fuel per mission. They also supported NATO exercises, refueling allied aircraft via hose-and-drogue systems. By June 2025, only three aircraft remained operational. Rising maintenance costs, estimated at approximately €23,000 per flight hour, limited the cost-effectiveness of continued operations.
The French variants included the C-135FR and KC-135RG models. The C-135FR fleet was equipped with drogue adapters for NATO interoperability and re-engined with CFM56 turbofans. The three KC-135RGs added in the 1990s were further modernized to carry NATO-standard cargo pallets and to comply with international airspace requirements. These tankers operated from Istres-Le Tubé and were all assigned to the 4/31 “Sologne” squadron. They supported conventional and nuclear missions and were compatible with multiple receiver aircraft types. The aircraft lacked onboard self-protection systems and were not suited for integration with digital, networked operations. Their avionics and electronic protection measures were less advanced than those of current generation tankers. Despite various upgrades, the fleet’s performance limitations and increasing sustainment costs prompted full replacement by the Airbus A330 MRTT. The C-135FRs were retired in 2023, followed by the final three KC-135RGs in June 2025. All 15 aircraft are being replaced by the MRTT fleet by 2028.
The Airbus A330 MRTT offers a larger fuel load, greater payload capacity, and a wider range of mission capabilities. It can carry up to 111 tonnes of fuel, compared to 90.7 tonnes on the KC-135. It supports both boom and hose-and-drogue refueling methods, enabling it to refuel two aircraft simultaneously. The MRTT also serves as a strategic airlifter, transporting up to 300 passengers or 45 tonnes of cargo, or 40 stretchers for medevac missions. Its unrefueled range is more than 14,800 kilometers. The KC-135R has a maximum range of 2,414 kilometers with a 150,000 lb fuel load, and can transport 83,000 lb of cargo or 80 personnel. The MRTT has a modern glass cockpit, digital flight control systems, Link 16 datalink, secure SATCOM, and self-protection systems. These features support its integration into modern coalition air operations. The MRTT has improved fuel efficiency and a lower operating cost per mission due to its twin-engine configuration and newer airframe design.
The Airbus A330 MRTT offers a larger fuel load, carrying up to 111 tonnes of fuel, compared to 90.7 tonnes on the Boeing KC-135 Stratotanker, while allowing for the refueling of multiple aircraft types in the same mission. (Picture source: Airbus)
The A330 MRTT also increases the French Air and Space Force’s operational flexibility and endurance. It allows refueling of multiple aircraft types in the same mission, improves interoperability with NATO and U.S. forces, and extends strategic reach. The MRTT is also capable of rapid role change between transport, medevac, and refueling without structural modification. Compared to the KC-135, it offers longer endurance, more fuel delivery at extended range, and greater cargo and personnel capacity. The MRTT supports current NATO and EU air operations standards without requiring airspace waivers or retrofits. It enables continuous long-range operations, supports the airborne nuclear strike component, and is compatible with current and future Rafale configurations. Its multi-role functionality and higher offload capacity improve France’s ability to conduct overseas deployments and contingency operations. This transition aligns with broader European trends in tanker modernization and reflects increased demand for flexible, high-capacity aerial refueling and transport platforms.
Additionally, this transition reflects broader concerns within France’s defense planning related to dependency on US-supplied military systems. France’s move to the European Airbus A330 MRTT could mirror previous US policy decisions, including the rejection of Airbus’s A330-based KC-45A during the KC-X competition, which had proposed replacing the KC-135 within the US Air Force. This decision reaffirmed the United States’ preference for domestic platforms, even when European alternatives had been selected during competitive tenders. The result was interpreted by some European partners as a strategic veto, reinforcing the understanding that reliance on American equipment entails political and operational constraints. These concerns have grown in recent years as Washington has increasingly asserted its ability to restrict exports, deactivate support, or suspend operational permissions related to sensitive systems, depending on political circumstances or allied behavior. This includes the potential denial of spare parts, software updates, or command-and-control functionalities.
The French decision to replace the US-made KC-135 with the A330 MRTT could have been, therefore, influenced not only by considerations of aircraft age and performance but also by a broader assessment of strategic autonomy. The A330 MRTT was developed and manufactured in Europe and is not subject to the same export or re-export restrictions imposed by the United States under ITAR regulations. Its integration into the French Strategic Air Forces since 2019 supports France’s airborne nuclear deterrence and provides aerial refueling for conventional operations without the requirement for US permissions. By reducing reliance on US-origin platforms for critical capabilities such as long-range refueling, France aims to preserve its freedom of action in planning and executing operations across multiple theaters, including those where US strategic interests may not align. This move is consistent with broader French defense policy, which emphasizes national decision-making in the deployment and sustainability of its forces.
The A330 MRTT is based on the Airbus A330-200 airliner, which entered commercial service in 1998. Development of the MRTT began in the early 2000s. The aircraft first flew as a tanker in June 2007. France selected the MRTT in 2014 and initially ordered nine units. The order was expanded to 15, with deliveries beginning in 2018. The MRTT was designed with reinforced wings, refueling systems, and a strengthened fuselage. It was adopted by the United Kingdom, Australia, South Korea, Saudi Arabia, and others. The MRTT uses Rolls-Royce Trent 700 engines and includes onboard systems that allow automatic air-to-air refueling monitoring and mission management. France designated its variant as Phénix. The aircraft supports operations from multiple airbases and is compatible with both domestic and NATO operational frameworks. The program’s timeline aligns with the phased retirement of the KC-135 and is intended to ensure uninterrupted strategic refueling capabilities through the next several decades.
