Stavatti offers its SM-940K for U.S. Air Force’s next-generation tanker aircraft program
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Stavatti Aerospace has officially submitted its SM-940K transonic tanker and SM-635 blended-wing stealth concept for the U.S. Air Force’s Next Generation Air-refueling System (NGAS) program.
On October 24, 2025, Stavatti Aerospace announced its participation in the U.S. Air Force’s Next Generation Air-refueling System (NGAS), submitting a two-path offer that pairs the SM-940K, a large twin-engine conventional tanker aircraft, with the SM-365, a low-observable blended-wing concept for operations where stealth is prioritized. Both proposals are intended to support the US Air Force’s future operational strategy, which calls for a family of systems capable of supporting next-generation bombers, stealth fighters, and unmanned systems operating across multiple theaters with a reduced number of sorties. Stavatti’s submission marks its first formal participation in a U.S. Air Force tanker competition, introducing a new contender alongside established primes.Follow Army Recognition on Google News at this link
Engineered for a maximum fuel offload capacity of 300,000 pounds, the SM-940K is designed to conduct simultaneous refueling of up to three fighter jets, such as Stavatti’s SM-39 Razor, using both flying boom and hose-and-drogue systems. (Picture source: Stavatti Aerospace)
The Next Generation Air-refueling System (NGAS) program represents the U.S. Air Force’s strategic effort to identify a replacement for the current KC-135R Stratotanker and KC-10A Extender fleets while complementing the KC-46A Pegasus that entered service in recent years. Its objectives include the development of a refueling platform capable of operating in more contested environments, offering longer on-station times, extended reach, and increased payload flexibility compared to existing tankers. The NGAS is also intended to integrate refueling, transport, and communication relay roles within a single airframe family, reducing logistical strain and enabling greater flexibility in mission planning. The Air Force envisions a design that can sustain high cruise speeds in transonic regimes, refuel both boom and probe-equipped aircraft, and provide rapid deployment between theaters. This program is expected to define tanker needs for the 2040s and beyond, focusing on survivability, interoperability, and adaptability for multi-domain operations.
Current and anticipated industry responses to NGAS demonstrate the diversity of approaches among aircraft manufacturers. Lockheed Martin’s LMXT, derived from the Airbus A330 MRTT, represents one path focused on proven airframes with increased fuel capacity and range. Boeing’s KC-46A platform continues to evolve, integrating new avionics and mission systems to address deficiencies and extend capability. Northrop Grumman and smaller firms have explored blended-wing designs, emphasizing reduced radar signature and aerodynamic efficiency. Within this competitive field, Stavatti Aerospace positioned its two submissions at the far end of the spectrum, offering one high-speed conventional tanker, the SM-940K, and one low-observable blended-wing design, the SM-635. This latter places Stavatti in the category of clean-sheet design proposals, aligning with the NGAS priorities to enhance the survivability of its tanker fleet, while the SM-940K responds to another objective of the program, by incorporating networked operations, modularity, and potential for multi-role missions, including cargo or command-and-control support.
Stavatti Aerospace Ltd was founded in 1994 and restructured as a Wyoming corporation in 2019. Its headquarters and prototype facilities are located at the former U.S. Army Reserve Command complex at Niagara Falls International Airport, spanning over 180,000 square feet (16,700 m²) of operational space. The company has announced long-term plans to build a large-scale manufacturing facility, known as the “2M Plant,” which would provide over 185,000 m² of floor area and employ approximately 15,000 skilled aerospace workers. Stavatti’s portfolio covers both civil and military aircraft, including the SM-920 narrow-body airliner, SM-920E airborne early warning platform, SM-31 Stiletto light fighter, SM-27 and SM-28 Machete close-support aircraft, and SM-39 Razor air superiority fighter. Common elements across these projects include metal sandwich construction, modular architecture, and transonic aerodynamic optimization.
The SM-940K inherits several key technologies from the SM-920, including an advanced metal sandwich construction for a lighter yet stronger airframe, a highly efficient M-wing configuration that reduces drag, and variable-geometry inlets to optimize airflow at varying speeds. It features twin high-bypass turbofan engines and is designed to achieve a maximum cruise speed of Mach 0.97, a ferry range of 25,023 kilometers (13,505 nautical miles), and a typical refueling radius of 7,756 kilometers (4,189 nautical miles). It is capable of transferring between 45,000 and 136,000 kilograms (100,000 to 300,000 pounds) of fuel through a combination of one flying boom and up to three hose-and-drogue refueling points, enabling simultaneous refueling of multiple aircraft types. The aircraft’s projected unit flyaway cost is $300 million, with an estimated cost per flight hour of $18,623.
Comparative performance data compiled by Stavatti indicate that the SM-940K’s 25,023-kilometer range (13,505 nm) surpasses existing heavy tankers, including the KC-10A Extender at 20,558 km (11,100 nm), the Airbus A330 MRTT at 18,334 km (9,900 nm), and the KC-135R Stratotanker at 13,518 km (8,400 nm). Its maximum transferable fuel capacity of 136,000 kg (300,000 lb) exceeds that of all current Western tankers. The SM-940K’s takeoff roll over a 15-meter (50 ft) obstacle is approximately 1,920 meters (6,300 ft), while its landing roll is about 1,030 meters (3,382 ft). Fuel burn during ferry operations is estimated at 1.87 kilograms per kilometer (4.125 lb per nautical mile), highlighting a balance between aerodynamic performance and operational economy for extended missions.
The SM-940K measures 45.7 meters (150 ft) in length, with a wingspan of 37.8 meters (124 ft) and a height of 13.1 meters (43 ft). It features a total wing area of 139 square meters (1,500 sq ft) with a 36° leading-edge sweep. The structure uses advanced metal sandwich and composite construction techniques for weight reduction and structural endurance under long-duration refueling loads. The SM-940K’s maximum takeoff weight exceeds 226,000 kilograms (500,000 pounds), and its useful load is approximately 162,000 kilograms (358,000 pounds). The design yields a thrust-to-weight ratio between 0.28 and 0.32, with a maximum wing loading of around 650 kilograms per square meter (133 lb/ft²). Engine options under evaluation include the Pratt & Whitney PW1133G-JM geared turbofan, General Electric CF6-80C2B1F, and Rolls-Royce Trent 7000 series, each capable of producing roughly 147 kilonewtons (33,000 lb) of thrust, for a total output near 294 kilonewtons (66,000 lb).
Stavatti’s internal data place the SM-940K ahead of existing tankers in useful load, fuel transfer capacity, and flight range, with its maximum range exceeding the LMXT concept by more than 3,600 kilometers (1,900 nm). Landing distance over a 15-meter obstacle is listed at 1,030 meters (3,382 ft), consistent with operations from major bases such as Ramstein, Fairford, or Andersen. Its maximum useful load of 162,000 kilograms (358,000 pounds) permits adaptation to cargo transport and aeromedical roles, ensuring mission flexibility. The aircraft’s climb rate and cruise stability are optimized for endurance at high subsonic speeds, while the dual refueling system allows refueling of both probe-equipped and boom-equipped aircraft within the same sortie. This dual capability reflects NGAS operational requirements for flexible deployment in multinational contexts. By combining long endurance, large offload potential, and high transit speed, the SM-940K is positioned by Stavatti Aerospace as a single-platform replacement for multiple tanker types now in service across allied fleets.
While the SM-940K is a dedicated missionized tanker, it incorporates aerodynamic and structural principles from the SM-920 airliner family, particularly in its wing planform and fuselage cross-section, to reduce development time and manufacturing cost while retaining proven aerodynamic performance. Compared with the KC-46A and A330 MRTT fleets, the SM-940K offers higher cruise speed, longer range, and greater offload while maintaining similar field performance. Stavatti’s presentation of the SM-940K emphasizes the technical, dimensional, and operational data necessary for planners to evaluate its place within NGAS parameters, positioning it as one of the most comprehensive heavy-tanker proposals currently available to the Air Force. Moreover, the SM-940K is complemented by the SM-635 stealth tanker proposal, which emphasizes survivability and low radar cross-section for operations in contested environments. Together, the two concepts cover both conventional high-capacity and low-observable mission profiles, providing a scalable range of options for the Air Force’s next-generation refueling architecture.
Written by Jérôme Brahy
Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.
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Stavatti Aerospace has officially submitted its SM-940K transonic tanker and SM-635 blended-wing stealth concept for the U.S. Air Force’s Next Generation Air-refueling System (NGAS) program.
On October 24, 2025, Stavatti Aerospace announced its participation in the U.S. Air Force’s Next Generation Air-refueling System (NGAS), submitting a two-path offer that pairs the SM-940K, a large twin-engine conventional tanker aircraft, with the SM-365, a low-observable blended-wing concept for operations where stealth is prioritized. Both proposals are intended to support the US Air Force’s future operational strategy, which calls for a family of systems capable of supporting next-generation bombers, stealth fighters, and unmanned systems operating across multiple theaters with a reduced number of sorties. Stavatti’s submission marks its first formal participation in a U.S. Air Force tanker competition, introducing a new contender alongside established primes.
Follow Army Recognition on Google News at this link
Engineered for a maximum fuel offload capacity of 300,000 pounds, the SM-940K is designed to conduct simultaneous refueling of up to three fighter jets, such as Stavatti’s SM-39 Razor, using both flying boom and hose-and-drogue systems. (Picture source: Stavatti Aerospace)
The Next Generation Air-refueling System (NGAS) program represents the U.S. Air Force’s strategic effort to identify a replacement for the current KC-135R Stratotanker and KC-10A Extender fleets while complementing the KC-46A Pegasus that entered service in recent years. Its objectives include the development of a refueling platform capable of operating in more contested environments, offering longer on-station times, extended reach, and increased payload flexibility compared to existing tankers. The NGAS is also intended to integrate refueling, transport, and communication relay roles within a single airframe family, reducing logistical strain and enabling greater flexibility in mission planning. The Air Force envisions a design that can sustain high cruise speeds in transonic regimes, refuel both boom and probe-equipped aircraft, and provide rapid deployment between theaters. This program is expected to define tanker needs for the 2040s and beyond, focusing on survivability, interoperability, and adaptability for multi-domain operations.
Current and anticipated industry responses to NGAS demonstrate the diversity of approaches among aircraft manufacturers. Lockheed Martin’s LMXT, derived from the Airbus A330 MRTT, represents one path focused on proven airframes with increased fuel capacity and range. Boeing’s KC-46A platform continues to evolve, integrating new avionics and mission systems to address deficiencies and extend capability. Northrop Grumman and smaller firms have explored blended-wing designs, emphasizing reduced radar signature and aerodynamic efficiency. Within this competitive field, Stavatti Aerospace positioned its two submissions at the far end of the spectrum, offering one high-speed conventional tanker, the SM-940K, and one low-observable blended-wing design, the SM-635. This latter places Stavatti in the category of clean-sheet design proposals, aligning with the NGAS priorities to enhance the survivability of its tanker fleet, while the SM-940K responds to another objective of the program, by incorporating networked operations, modularity, and potential for multi-role missions, including cargo or command-and-control support.
Stavatti Aerospace Ltd was founded in 1994 and restructured as a Wyoming corporation in 2019. Its headquarters and prototype facilities are located at the former U.S. Army Reserve Command complex at Niagara Falls International Airport, spanning over 180,000 square feet (16,700 m²) of operational space. The company has announced long-term plans to build a large-scale manufacturing facility, known as the “2M Plant,” which would provide over 185,000 m² of floor area and employ approximately 15,000 skilled aerospace workers. Stavatti’s portfolio covers both civil and military aircraft, including the SM-920 narrow-body airliner, SM-920E airborne early warning platform, SM-31 Stiletto light fighter, SM-27 and SM-28 Machete close-support aircraft, and SM-39 Razor air superiority fighter. Common elements across these projects include metal sandwich construction, modular architecture, and transonic aerodynamic optimization.
The SM-940K inherits several key technologies from the SM-920, including an advanced metal sandwich construction for a lighter yet stronger airframe, a highly efficient M-wing configuration that reduces drag, and variable-geometry inlets to optimize airflow at varying speeds. It features twin high-bypass turbofan engines and is designed to achieve a maximum cruise speed of Mach 0.97, a ferry range of 25,023 kilometers (13,505 nautical miles), and a typical refueling radius of 7,756 kilometers (4,189 nautical miles). It is capable of transferring between 45,000 and 136,000 kilograms (100,000 to 300,000 pounds) of fuel through a combination of one flying boom and up to three hose-and-drogue refueling points, enabling simultaneous refueling of multiple aircraft types. The aircraft’s projected unit flyaway cost is $300 million, with an estimated cost per flight hour of $18,623.
Comparative performance data compiled by Stavatti indicate that the SM-940K’s 25,023-kilometer range (13,505 nm) surpasses existing heavy tankers, including the KC-10A Extender at 20,558 km (11,100 nm), the Airbus A330 MRTT at 18,334 km (9,900 nm), and the KC-135R Stratotanker at 13,518 km (8,400 nm). Its maximum transferable fuel capacity of 136,000 kg (300,000 lb) exceeds that of all current Western tankers. The SM-940K’s takeoff roll over a 15-meter (50 ft) obstacle is approximately 1,920 meters (6,300 ft), while its landing roll is about 1,030 meters (3,382 ft). Fuel burn during ferry operations is estimated at 1.87 kilograms per kilometer (4.125 lb per nautical mile), highlighting a balance between aerodynamic performance and operational economy for extended missions.
The SM-940K measures 45.7 meters (150 ft) in length, with a wingspan of 37.8 meters (124 ft) and a height of 13.1 meters (43 ft). It features a total wing area of 139 square meters (1,500 sq ft) with a 36° leading-edge sweep. The structure uses advanced metal sandwich and composite construction techniques for weight reduction and structural endurance under long-duration refueling loads. The SM-940K’s maximum takeoff weight exceeds 226,000 kilograms (500,000 pounds), and its useful load is approximately 162,000 kilograms (358,000 pounds). The design yields a thrust-to-weight ratio between 0.28 and 0.32, with a maximum wing loading of around 650 kilograms per square meter (133 lb/ft²). Engine options under evaluation include the Pratt & Whitney PW1133G-JM geared turbofan, General Electric CF6-80C2B1F, and Rolls-Royce Trent 7000 series, each capable of producing roughly 147 kilonewtons (33,000 lb) of thrust, for a total output near 294 kilonewtons (66,000 lb).
Stavatti’s internal data place the SM-940K ahead of existing tankers in useful load, fuel transfer capacity, and flight range, with its maximum range exceeding the LMXT concept by more than 3,600 kilometers (1,900 nm). Landing distance over a 15-meter obstacle is listed at 1,030 meters (3,382 ft), consistent with operations from major bases such as Ramstein, Fairford, or Andersen. Its maximum useful load of 162,000 kilograms (358,000 pounds) permits adaptation to cargo transport and aeromedical roles, ensuring mission flexibility. The aircraft’s climb rate and cruise stability are optimized for endurance at high subsonic speeds, while the dual refueling system allows refueling of both probe-equipped and boom-equipped aircraft within the same sortie. This dual capability reflects NGAS operational requirements for flexible deployment in multinational contexts. By combining long endurance, large offload potential, and high transit speed, the SM-940K is positioned by Stavatti Aerospace as a single-platform replacement for multiple tanker types now in service across allied fleets.
While the SM-940K is a dedicated missionized tanker, it incorporates aerodynamic and structural principles from the SM-920 airliner family, particularly in its wing planform and fuselage cross-section, to reduce development time and manufacturing cost while retaining proven aerodynamic performance. Compared with the KC-46A and A330 MRTT fleets, the SM-940K offers higher cruise speed, longer range, and greater offload while maintaining similar field performance. Stavatti’s presentation of the SM-940K emphasizes the technical, dimensional, and operational data necessary for planners to evaluate its place within NGAS parameters, positioning it as one of the most comprehensive heavy-tanker proposals currently available to the Air Force. Moreover, the SM-940K is complemented by the SM-635 stealth tanker proposal, which emphasizes survivability and low radar cross-section for operations in contested environments. Together, the two concepts cover both conventional high-capacity and low-observable mission profiles, providing a scalable range of options for the Air Force’s next-generation refueling architecture.
Written by Jérôme Brahy
Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.
