A330 Multi Role Tanker Transport aircraft
Airbus is gearing up to ramp up production of its A330 Multi Role Tanker Transport (MRTT) aircraft, responding to what it calls “very high” demand from both current clients and potential new buyers.
The announcement came during the Paris Air Show, where Jean-Brice Dumont, Airbus’ head of air power, said the company is doing more than just studying the idea—it’s actively preparing to increase output.
Currently, Airbus manufactures only four to five A330 MRTTs each year. But with growing interest from international air forces, Dumont noted that the company would “have to significantly increase” that number to keep up. He stressed that the demand for aerial refueling tankers is “very high,” and the signals from customers have been consistent.
Europe’s shortage in air-to-air refueling capability is a driving factor. According to the European Defence Agency, this shortfall remains a critical capability gap.
So far, Airbus has delivered 36 MRTTs to European nations, with six more on order. By comparison, the United States maintains a fleet of over 400 refueling aircraft, highlighting the scale of the challenge.
With global tensions rising and military logistics under strain, Airbus sees a clear opportunity—not just to build more tankers, but to redefine aerial refueling capacity across Europe and beyond.
Dumont believes there is a market for an additional ten to twenty of the planes in Europe, with additional demand in the rest of the world, he told Defence News Today.
MRTT market
According to the executive, it is challenging to predict the MRTT market due to its dynamic nature, with demand fluctuating.
Finland, Sweden, Norway, and Denmark signed a letter of intent earlier this month to join NATO’s European MRTT fleet. According to the executive, it is challenging to forecast the MRTT market due to its dynamic nature, with demand fluctuating. The executive stated that participation would cost 7.4 billion Danish kroner ($1.1 billion) between 2025 and 2033.
According to Dumont, Airbus is seeing interest from countries wanting to participate in the European pool, existing individual customers looking to expand their fleet in the current security context, and potential new clients. “We are receiving interest from various sources,” he stated.
The United Kingdom is the largest European operator of the A330 MRTT, with 14 planes, while France has 12 aircraft and three more on order.
Six European countries, including the Netherlands and Germany, have pooled their tanker needs in the NATO multi-nation fleet, which currently operates nine aircraft and has one more on order.
“There is a foreseeable increase in the pool; I think many countries realize that, with the number of fighters or other aircraft they have that can be refueled, they have a need for fast deployment,” Dumont told reporters. “So the pool is an answer.”
International operators
International operators like Singapore, South Korea, and Australia see the need for refueling aircraft beyond U.S. supply. Dumont said Airbus must reach several milestones to increase tanker production.
These include aligning tools and removing industrial bottlenecks through targeted investments. He noted annual output could range from six to eight aircraft.
Airbus could exceed that number, but other factors need consideration. One challenge is whether Airbus has enough hangars for higher production.
It may need to build new facilities or expand current ones. At the Getafe site in Spain, Airbus converts France-assembled A330s into tankers.
Dumont revealed Airbus is close to securing a launch customer for the MRTT+. The MRTT+ is based on the A330neo, featuring fuel-efficient engines and a redesigned wing.
The first MRTT+ is already in production and aims for delivery by late 2028. Airbus also showcased new upgrades for its A400M transport aircraft.
These include raising its payload capacity by 3 tonnes to a total of 40 tonnes. The A400M can now act as a drone mothership or an electronic-warfare platform for stand-off jamming.
Drones from an A400M
“We are testing the deployment of drones from an A400M, and we are also controlling a drone from the same aircraft,” Dumont pointed out.
“There is an issue of mass saturation. How could the A400M contribute to saturation by dropping a large number of small vehicles as close as possible to the hostile contested area?”
The A400M could also serve as a communications hub for Europe’s sixth-generation Future Combat Air System, according to Airbus. The transport aircraft is already certified to function as a tanker, including for fighters like the Eurofighter and Rafale.
According to Airbus, France and Spain have agreed to advance delivery of four and three A400M aircraft, respectively.
Dumont said delivery schedules from customer countries slowed production below Airbus’s target of eight A400M aircraft per year. He explained they agreed on a system to keep all eight production slots filled.
Slots could be taken by local or export aircraft, with a swap option when exports occur. The plan calls for producing eight A400Ms annually until early 2029. Dumont noted the mechanism ensures consistent output despite shifting customer delivery timelines.
