US Air Force Eyes Business Jet Tankers to Boost Refueling Agility in Pacific and Contested Zones

The U.S. Air Force is exploring the use of business jet–based aerial refueling aircraft to enhance flexibility, survivability, and agility in contested environments like the Indo-Pacific. These smaller tankers would complement, not replace, larger platforms by supporting dispersed operations and special missions where traditional tankers are too vulnerable.

The United States Air Force is navigating a complex set of challenges as it prepares for the future of aerial refueling operations, especially in the context of great power competition and contested environments. While the backbone of its current aerial refueling fleet remains the legacy KC-135 Stratotanker and the newer KC-46A Pegasus, the service is also examining the role smaller, more flexible platforms—such as business jet–based refueling aircraft—could play in a more distributed and survivable force structure. This line of thinking isn’t about replacing large tankers, but augmenting their capability with platforms that can offer responsiveness, mobility, and reduced operational signatures in scenarios where survivability and agility are paramount.

This evolving requirement is informed by both strategic and operational drivers. First, the Indo-Pacific theater presents logistical and geographic complexities unlike those seen in more familiar operating areas such as Europe or the Middle East. The vast distances between forward operating bases, the limited number of allied airfields suitable for large aircraft, and the increasing range of potential adversary missile systems targeting U.S. logistics hubs make relying solely on large, predictable tanker platforms a growing risk. In response, the Air Force is assessing how a diversified tanker force structure could reduce vulnerability and ensure uninterrupted support to combat aircraft, ISR platforms, and special operations units in forward or dispersed environments.

Business jet–based aerial refueling aircraft offer some compelling advantages in this regard. They are smaller, faster to deploy, and can operate from shorter runways, including those in austere or temporary environments. These jets, often derived from high-performance commercial platforms like the Bombardier Global 6000 or Gulfstream G550, already feature global logistics support networks and long endurance. They are also significantly less visible on radar and can more easily blend into civilian air traffic patterns, offering passive survivability advantages. In a future scenario where tanker survivability is a critical limiting factor, these smaller jets could be positioned in places where KC-46 or KC-135 operations would be too risky or too conspicuous.

Operationally, these smaller refuelers wouldn’t aim to carry out the high-capacity mission of resupplying entire fighter squadrons over long distances. Their utility lies in supporting small unit actions—such as fighter sweeps, electronic warfare aircraft, long-range strike elements, or unmanned systems conducting reconnaissance or strike operations. Their use could also include tactical refueling of helicopters or tiltrotor aircraft supporting special operations forces in contested areas. This kind of modular, on-demand support helps sustain momentum and pressure on the adversary without the need for large, exposed logistical trains.

There is also an element of strategic deception and flexibility involved. By increasing the number of refueling platforms available and spreading them across different types of aircraft, the Air Force would be more capable of complicating an adversary’s targeting process. Rather than focusing all aerial refueling capabilities on a handful of vulnerable bases or tanker orbits, distributed business jet tankers could serve as “pop-up” nodes that extend operational reach at key times and locations, with limited warning.

In terms of acquisition, there are logistical and budgetary factors influencing this idea. Business jet platforms are cheaper to acquire and operate than heavy tankers. Many already exist in military or government service in other roles, such as surveillance, command and control, or VIP transport. Adding refueling hardware to these existing aircraft would be less expensive and faster than building new airframes from scratch. The probe-and-drogue system, already used by the Navy and Marine Corps, could be a low-weight and low-drag solution appropriate for these smaller jets. Some companies have already developed prototype refueling pods that could be mounted externally, offering plug-and-play capability without major structural modification.

Despite the appeal, there are several technical and operational limitations that have kept these ideas on the periphery so far. Most business jets simply can’t carry enough fuel to support multiple aircraft for extended missions. Their lower offload capacity means they would have to operate closer to the action or make more frequent trips, which could introduce risk or reduce efficiency. Additionally, they are not currently equipped with hardened communications, secure data links, or defensive countermeasures, making them more vulnerable if exposed. To operate in a combat zone, even in a limited capacity, they would need to be outfitted with at least basic survivability features, increasing cost and complexity.

The Air Force has not formally announced a program of record for a business jet–based tanker. However, internal analysis and modeling continue, especially as part of the broader force design discussions connected to the Next Generation Air-refueling System (NGAS). NGAS is intended to deliver a tanker that can operate in contested airspace, support stealth aircraft, and integrate with future unmanned and autonomous systems. While NGAS is still in the conceptual phase, the pressure to develop bridging capabilities in the meantime could give smaller jet-based tankers a limited but meaningful role.

There’s also potential for public-private partnerships in this area. Contractors like Omega Aerial Refueling Services and Meta Aerospace have already demonstrated the viability of using commercial or government-owned aircraft for refueling missions. These companies operate under contracts that support training, logistics, and testing missions. Business jets converted for refueling could be added to these contractor fleets, providing surge capacity or dedicated support for special missions without pulling USAF assets away from combat readiness roles.

Experimentation remains a core part of this approach. The Air Force has shown increased interest in rapid prototyping, operational experimentation, and integrating non-traditional platforms into its force structure. Organizations like Air Force Special Operations Command (AFSOC) and Air Mobility Command (AMC) have explored distributed operations, forward arming and refueling points (FARPs), and Agile Combat Employment (ACE) concepts, all of which could benefit from smaller, more mobile tanker options. If experimentation with business jet tankers yields promising results, especially in contested logistics scenarios, there may be a path forward for at least a limited fleet focused on specific mission sets.

The potential role of business jet–based aerial refueling tankers reflects a shift in mindset. It is not about matching traditional tanker performance metrics, but about creating a layered and resilient force structure that can adapt to a changing threat environment. These aircraft will not replace the KC-135 or KC-46, but they could extend the utility and survivability of the entire refueling enterprise by adding diversity, flexibility, and a level of unpredictability. The Air Force's strategic posture depends on sustaining global reach and rapid response, and any platform that contributes to that goal—regardless of size—will continue to receive consideration as the threat landscape evolves.