Aviation
The H-6 Tankers
China Defense.com
Image Archive DVD
42,000+ Images
Webhosting provided by:
The H-6 Tankers
by Mike Little
A 1500 km sortie could be planned similarly, but with the ratio of tankers to fighters adjusted to one to four. An 1800 km sortie would require a ratio of one to two, and would be pushing it for both the HU-6 and J-8 (if nothing else, 5 ½ hours is a long time to sit on an ejection seat!). However, even longer sorties - 2000+ km - are possible using post-strike rendezvous and refueling. These refuelings are routine operations for the USAF and RAF, and have been conducted by other air forces even under combat conditions. For example, the Argentine Air Force used post-strike refuelings regularly during the 1982 Falklands/Malvinas conflict.
If you look at a map of Southeast Asia the capability this gives China becomes readily apparent. Operating from Hainan, J-8s could be employed for a range of options, from escorting a missile-armed H-6D on an anti-shipping sortie in the South China Sea to covering a Y-8 dropping Chinese special forces into northern Indonesia to teach proper respect for Chinese nationals. Particularly striking is the coverage this allows of the Spratly and Paracel islands. At any rate, the stated J-8D tactical radius with A/R of 1200 km is quite realistic and allows for considerable flexibility.
Does China's purchase of IL-78s imply that these will supplant the HU-6 tankers? I don't think so. A recent Australian study pointed out the advantages of small/medium tankers - flexibility and relatively low acquisition and operation costs - and lamented that the RAAF couldn't afford a mix of these with large "strategic" tankers. The US, the UK, and Russia all employ such a mix, and it appears that this is what China intends as well.
Seen in this light the HU-6 tanker appears to be a thoroughly practical proposition, one which provides a measurable boost to PLAAF and PLANAF power projection capabilities at relatively low cost.
Comparison Table:
Tanker
Type |
Maximum
Takeoff Weight (kg) |
Fuel
Load (kg) |
KB-29 |
64,000 |
14,763* |
H-6U |
75,800 |
37,000 |
Tu-16N |
75,800 (?) |
42,120 |
KC-130F |
79,450 |
30,086 |
C/KC-130H/R/T |
79,450 |
39,236 |
Victor K Mk. 1 |
84,091 |
39,091 |
Victor K Mk. 2 |
85,000+ (?) |
43,182 |
KC-707 (BMAC) |
151,315 |
85,284 |
KC-707 (IAI-Bedek) |
151,315 |
82,242 |
KC-135R |
146,285 |
90,719 |
KC-10 |
265,500 |
160,200 |
IL-78 |
190,000 |
118,000/85,720* |
IL-78M |
210,000 |
138,000/105,720* |
* Maximum available offload. In the case of the KB-29 its jet fuel was isolated from the primary piston-engine fuel supply.
<< Previous Page | Next Page >>
