Airlift Aircraft: Background and Issues for Congress

March 17, 2026

Airlift Aircraft: Background and Issues for Congress

The U.S. Air Force operates airlift aircraft to transport

personnel, equipment, and supplies in support of military

operations worldwide. Airlift aircraft support a function

known as rapid global mobility, enabling the United States

to project and sustain forces across long distances. During a

17-day period in August 2021, more than 250 U.S. mobility

aircraft (a category of military aircraft that includes both

cargo/personnel transport aircraft and aerial refueling

tankers) evacuated about 124,000 U.S. citizens, allied

personnel, and Afghan evacuees from Afghanistan—the

largest noncombatant evacuation operation in U.S. history.

The Air Force conducts airlift missions through Air

Mobility Command (AMC)—the U.S. Transportation

Command (TRANSCOM) component responsible for

transporting personnel, equipment, and supplies for the U.S.

Department of Defense (DOD, which is using a secondary

Department of War designation, under Executive Order

14347). AMC operates three categories of airlifters—

executive, tactical (or intra-theater), and strategic (or intertheater). Airlift missions include combat, executive

transport, humanitarian relief, and specialized training. The

Air Force directs the executive airlift mission using a

specialized fleet—VC-25A, C-32A, C-40, and C-37—to

provide secure, reliable, and global transportation for the

President, Vice President, and other high-ranking civilian

and military leaders. The Air Force operates four principal

airlift aircraft: the C-130H and C-130J, which primarily

conduct tactical airlift missions, and the C-17A and C-5M,

which primarily conduct strategic airlift missions.

Through annual defense authorization and appropriations

legislation, Congress influences the composition, size,

modernity, and sustainment of airlift fleets. Related

legislation may determine whether or not to fund upgrades,

develop next-generation platforms, or replace aging ones.

Congress has also begun to scrutinize the use of military

airlifts for third-country deportations.

Presidential Airlift

The Air Force operates two VC-25A “Air Force One”

executive aircraft to provide air transport for the President.

Modified Boeing 747-200Bs are also used to transport the

president and guests and are equipped with specialized

electronics and communications equipment, a conference

and dining room, and accommodations. The Air Force plans

to replace the aging VC-25As, first flown in 1990, with two

VC-25B aircraft, which are modified Boeing 747-8s. The

VC-25B program previously scheduled aircraft delivery to

begin in 2022; however, the manufacturer encountered

delays related to labor shortages, supply chain disruptions,

and engineering changes and now reportedly projects

deliveries to begin in mid-2028. Upgrading efforts also

include reportedly acquiring two additional 747-8s for crew

training and spare parts. The Air Force is reportedly

modifying a Boeing 747-8 aircraft—provided by the Qatari

government as a “contribution”—as a “bridge” aircraft until

delivery of the VC-25B aircraft. President Trump said in

May 2025 the Qatari aircraft, expected to be operational by

summer 2026, would be decommissioned for use by his

presidential library after he leaves office. Air Force officials

said in June 2025 that funding details for the retrofit of the

Qatari aircraft are classified. In 2025, some Members

introduced legislative measures in opposition to the transfer

and acceptance of the Qatari aircraft (e.g., S.Amdt. 3109,

not agreed to in Senate, 46-50; H.Res. 410; and S.Res. 244).

C-130H and C-130J

Figure 1. C-130 Hercules

Source: U.S. Air Force.

The C-130 Hercules cargo aircraft, first produced in 1951,

performs tactical airlift missions. The aircraft can operate

from short, unpaved, or austere runways and is the Air

Force’s primary platform for airdropping personnel and

cargo into contested environments (i.e., those featuring airdefense systems and other adversarial capabilities). The C130H variant is operated mainly by the Air National Guard

and Air Force Reserve and is undergoing upgrades through

the Avionics Modernization Program Increment 2 (AMP

Inc 2). The Air Force states the upgrade integrates a new

flight management system, autopilot, and digital avionics to

enhance aircraft capability, reliability, and crew efficiency.

The C-130J Super Hercules, the newest variant of the

Hercules, is replacing legacy C-130H aircraft. The C-130J

incorporates updated propulsion, avionics, and flight

control systems, allowing it to operate with fewer crew,

climb faster and higher, fly farther, and take off and land in

shorter distances compared with earlier variants. Lockheed

Martin manufactures the aircraft in Marietta, GA.

The Air Force modifies C-130Js to conduct specialized

missions. For example, AC-130Js support special

operations forces, whereas HC-130Js conduct personnel

recovery missions. Although the Air Force is replacing C130H aircraft for the C-130J, the transition is not one-forone. The service is inactivating some C-130H squadrons,

potentially shifting associated missions to other platforms

or domains. As of 2025, the Air Force operated 102 C130Js on active duty, the Air National Guard operated 40

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Airlift Aircraft: Background and Issues for Congress

C-130Js and 91 C-130Hs, and the Air Force Reserve

operated 12 C-130Js and 13 C-130Hs. The Navy operates

the EC-130J as a command relay for nuclear submarines.

C-17A

Figure 2. C-17A Globemaster III

Next-Generation Airlift (NGAL)

In November 2025, as part of its Airlift Recapitalization

Strategy, the Air Force announced plans for the C-5M fleet

to remain operational through approximately 2045 and the

C-17A fleet through approximately 2075. The proposed

Next-Generation Airlift (NGAL) program is intended to

replace both fleets. According to the Air Force, with an

accelerated analysis of alternatives in FY2027, stable

funding, and uninterrupted acquisition process, NGAL

production could begin in FY2038 and initial operational

capability could occur in FY2041. Plans call for NGAL to

replace the C-5M fleet on a one-for-one basis, followed by

replacement of the C-17A fleet. To mitigate risks associated

with acquisition delays, prevent capability gaps, and

maintain mission capacity, the Air Force has emphasized

sustaining the existing C-5M and C-17A fleet until a

replacement is operational.

Source: U.S. Air Force.

Connectivity

The C-17A Globemaster III serves as the Air Force’s

primary airlift aircraft. The aircraft can rapidly deliver

troops and cargo to main operating bases or forwardoperating locations. The aircraft can conduct strategic and

tactical airlift missions, perform airdrops, and transport

litter and ambulatory patients during aeromedical

evacuation operations.

The Air Force first flew the C-17A in 1991 and planned for

a total fleet of 120 aircraft. The Air Force later expanded

fleet requirements to 180 aircraft, and Congress

subsequently funded additional aircraft beyond Air Force

requests, bringing the total fleet to 223. The Air Force now

operates 222 C-17As. As of 2025, 146 aircraft are assigned

to active-duty units, 50 to the Air National Guard, and 26 to

the Air Force Reserve.

AMC has stated plans to modernize connectivity of the

mobility fleet to enhance both line-of-sight (e.g., radio) and

beyond line-of-sight (e.g., satellite) secure communications.

According to the Air Force, improved access to tactical data

networks by airlift aircraft could increase mission success

in contested environments by enhancing survivability,

agility, and situational awareness for aircrews and

command and control elements. Such connectivity could

provide aircrews with timely information on potential

threats, fuel availability, and alternate landing locations in

degraded communications environment.

C-5M

Figure 3. C-5M Super Galaxy

Selected FY2026 Legislative Activity

Section 161 of the National Defense Authorization Act for

FY2026 (NDAA, P.L. 119-60) directed the Air Force to

conduct an analysis of alternates to identify potential

solutions for the recapitalization of the executive airlift

aircraft fleets. The NDAA authorized $602 million for the

VC-25B program. The Department of Defense

Appropriations Act, 2026 (P.L. 119-75, Division A),

matched the authorization for the VC-25B program.

Congress provided $976 million in additional funding to

acquire six C-130Js for the Air National Guard and $165

million for one LC-130J for polar missions, according to

the accompanying joint explanatory statement.

Potential Issues for Congress

Source: U.S. Air Force.

The C-5M Super Galaxy performs strategic airlift missions

and is the largest aircraft in the Air Force inventory. The

aircraft is capable of transporting oversized cargo over

distances of more than 4,800 nautical miles. The aircraft’s

nose and aft cargo doors can be opened simultaneously,

enabling concurrent loading and unloading to reduce

ground time. The C-5M is a modernized variant of the C-5

aircraft originally manufactured in 1968. Modifications

have included new engines to improve performance,

reliability, and mission availability. As of 2025, the Air

Force operates a total of 52 C-5M aircraft, with 36 assigned

to active-duty units and 16 to the Air Force Reserve.

Congress may consider whether or not to establish statutory

requirements for the overall size and composition of the

airlift fleet. Members may consider whether or not to

authorize the Air Force to retire additional C-130H aircraft,

procure more or fewer C-130Js, or develop a nextgeneration airlift aircraft to replace C-5M and C-17A fleets.

Related considerations include whether or not to fund

upgrades to existing aircraft—such as communications or

survivability enhancements—and how to balance near-term

modernization needs against long-term recapitalization

efforts. Members may assess the cost of operating military

aircraft to support other government agencies. Congress

may consider oversight questions to monitor aspects of the

Qatari-donated 747, including cost and schedule,

acquisition processes, levels of classification, security risks,

operational control, and eventual ownership.

Joshua Korzilius, U.S. Air Force Fellow

https://crsreports.congress.gov

Airlift Aircraft: Background and Issues for Congress

IF13184

Jennifer DiMascio, Analyst in U.S. Defense Policy

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