A 2,500-seat stadium in suburban Nagoya has become the unlikely setting for one of sport’s most combustible rivalries — and a glimpse of cricket’s growing reach beyond its traditional heartlands.

There are few sporting rivalries capable of transporting an entire stadium thousands of miles away from home. On Saturday, India and Pakistan managed precisely that — turning a modest Japanese baseball facility into an arena charged with all the anticipation, colour and emotion normally associated with the great cricket grounds of South Asia.

The setting could hardly have been more incongruous. The Asian Games final was being staged at Korogi Athletic Park in Nisshin, near Nagoya, a purpose-built cricket venue with capacity for only about 2,500 spectators. Beyond the boundary stood the unmistakable features of a Japanese baseball ground, including a pitcher’s mound.

Yet for those inside, this was no novelty fixture.

Hours before the first ball, Indian and Pakistani supporters were queuing to enter. Flags were draped over shoulders, shirts provided the national colours and tickets had become sufficiently scarce to generate reports of inflated resale prices. For many members of the South Asian communities living in Japan, the occasion represented a rare chance to see the two countries meet in person.

That matters because India-Pakistan cricket is not simply another international sporting contest. Political tensions mean that the teams generally encounter each other only in major tournaments, making every meeting an event in its own right. Their February T20 World Cup encounter in Sri Lanka was played before a sell-out crowd of 35,000; television audiences in the two countries routinely run into the hundreds of millions.

Japan therefore found itself hosting one of cricket’s most valuable commodities: scarcity.

For Japanese spectators, meanwhile, the spectacle offered an introduction to a sport that remains distinctly niche in the country. Some had attended earlier matches simply out of curiosity. Teachers from nearby Gifu admitted that they knew virtually nothing about cricket, but found themselves enjoying the experience after reading explanatory material and watching the action.

The comparison with baseball is inevitable. Japan possesses one of the world’s great baseball cultures, while cricket remains a relative outsider. But the recent arrival of India has provided an intriguing bridge between the two.

Last week, Japan played India in its first-ever T20 international against a full-member cricket nation. The hosts came within two runs of a remarkable victory in a rain-shortened five-over contest, giving Japanese cricket precisely the sort of exposure its administrators could scarcely have manufactured themselves.

The significance extends beyond the scoreboard.

India’s appearance in Japan was linked to the 75th anniversary of diplomatic relations between the countries, while the Asian Games have provided an unusually prominent platform for cricket. The sport is already established among expatriate communities, but encounters involving India’s global stars can introduce it to an entirely new audience.

That is perhaps the most interesting aspect of Saturday’s extraordinary scene. Cricket did not need to conquer Japan overnight. It merely needed to persuade a few thousand people to come and watch.

And India versus Pakistan is perhaps the ultimate sales pitch.

The match was always going to generate passion. What nobody could have guaranteed was that the passion would survive the journey from the packed stadiums of Colombo and Mumbai to a small baseball field outside Nagoya.

It did.

The geography changed. The rivalry did not.

Main Image: By 運動会プロテインパワー – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=112511600

The war between the United States and Iran is no longer just a confrontation between Washington and Tehran. A second contest is taking shape alongside and behind it. China is not fighting the United States directly, but its economic, technological and diplomatic links to Iran are complicating Washington’s strategy and ability to win the conflict. […]

The post The China factor behind the Iran war appeared first on Asia Times.

When governments talk about reducing dependence on the Strait of Hormuz, the discussion usually turns to pipelines in Saudi Arabia and the United Arab Emirates. For Asian importers, that is only part of the story. The physical bottleneck is in the Persian Gulf, but much of the economic exposure sits thousands of kilometers to the […]

The post Asia can’t just pipeline its way around Hormuz appeared first on Asia Times.

Not to be disheartened by adversity or elated by happiness—
that is the mark of a strong spirit and a mighty power.

Niccolò Machiavelli

Should we expect the future to be worse than before? As trivial as this might sound, it all depends on us. No matter how complex and confused, the international environment can be apprehended and adjusted, as well as managed. All the elements forming today’s global palette are obvious, and they existed before. Today, they have manifested themselves in a new quality (with greater intensity) and in a different sequence with everything happening all at once.

The accumulated experience must be treated as a guideline rather than a dogma, including negative experiences, which teach us what we should not do. The last three decades have been a case in point. There can be different ways of evaluating the intentions of those who shaped history in late 20^th century, but the results that are visible today demonstrate that this stage in the development of international relations cannot and should not be replicated.

Instead of crowning global political development, this era was marked by the post-WWII model falling into crisis. In itself, this is not a tragedy since no system has ever been nor will be set in stone. Even the most outstanding projects have a limited lifespan.

Will the future be better for those living in today’s world compared to those who preceded them? Not necessarily. After all, future is always a set of probabilities that come to fruition to various degrees. There are specific patterns defining the way developments unfold, but it all depends on how responsible we are in our approach.

The expectation that the “end of history” would address all the challenges and lead us towards a brighter future for the so-called “last man” failed to materialise, which was to be expected.

If becoming the last man is not what people really want, they should realise that charting the future is not the apanage of neither natural forces, nor social development patterns, nor sophisticated robots, nor AI. It is in their hands. Taking responsibility for the future is not a slogan but a behavioural imperative. Over the course of history, humankind has invented so many effective ways of destroying itself ranging from physical annihilation to moral destruction. These are the fruits of progress too. We do not need a future that would be better than the past. We need a future that will not be worse. Overall, having a future is what matters the most.

Authors: Oleg Barabanov, Anton Bespalov, Timofei Bordachev, Fyodor Lukyanov, Andrey Sushentsov, Ivan Timofeev.

You can download the report here.

Valdai Discussion Club

Four years ago, I read Roberto José Andrade Franco’s ESPN story about Tess Mata, one of the students killed in the Robb Elementary School shooting in Uvalde, and I’ve never forgotten an image in it: a determined Tess outside in the Texas heat, aiming her softball pitches at a target on a tree in her family’s yard. That’s what Franco does so well. He creates moments that linger—about sports, Texas, loss, and identity and in-betweenness—and makes me care about the people he puts on the page.

Franco grew up on the El Paso-Juárez border. In a 2020 National Magazine Award-nominated essay that he wrote one year after the El Paso massacre, he reflects on the lifelong pull to this paradox of a place: “It’s where things make the most sense. Where it’s easy to love, even if it’s difficult to live.” I love that he writes from this borderland even when he’s somewhere else. During Mexico’s first World Cup match earlier this summer, he was in Woodburn, Oregon, a small town where Latinos make up more than 60 percent of the population and own nearly every business downtown. Residents had been shaken by last fall’s ICE raids, but they showed up to watch and celebrate. There, thousands of miles from El Paso, Franco found something familiar: a hardworking, resilient community with deep Latino roots and a fierce sense of pride.

I also credit Franco with piquing my interest in wrestling stories, including his piece on WWW star Eddie Guerrero, which also explores family and legacy. Whether he’s writing about sports heroes or ordinary people, or tracing the history of Texas or his own, Franco never fails to move me.

Below, he explains why enrolling in community college at 28 was the most meaningful journey he’s taken, tells us his favorite meal (and the ideal season to eat it), and recognizes a fellow sports writer who inspires him. When asked to name three publications he enjoys reading, he gives a shout-out to Texas Highways, a magazine we love—and it just so happens that he’s the guest editor of its October 2026 issue, focused on El Paso. After spending time with Franco here, read his feature on the city’s historic Smelter Cemetery, and then explore the rest of the magazine.

—Cheri Lucas Rowlands

Where did you grow up?

Several places, but mostly on the El Paso-Juárez border. 

I was born in Chicago, but we lived in Juárez, Mexico, until I was about 6. Then we moved across the border to El Paso, Texas, before my father joined the Army. That’s when we lived in Chicago for a short time, then Colorado and Germany before we briefly returned to Juárez. I was about 13 when we moved to El Paso again.

What places feel like home?

Anywhere I hear the Spanish of the US-Mexico border. These areas are often ignored and underserved so it’s a working-class Spanish. Because of its location, some words are a mix of English and Spanish that other parts of Mexico don’t use. 

Other than family members, who or what has shaped you the most?

The decade between graduating high school and enrolling at El Paso Community College. I spent most of it working in construction and bouncing around between El Paso and Phoenix, along with a few bad months in Tucson. 

What is your favorite time of day?

The early morning when everyone is asleep and the sun’s yet to rise. And it’s so quiet that, almost always at the exact same time, I can hear my neighbor’s footsteps as they walk out of their home, open and close their car door, start it, and then drive away, presumably on their way to work.

What are you really good at?

Building things. I find it almost therapeutic to do some sort of work with my hands as I sweat and listen to music. I also enjoy the feeling of seeing something finished within a few hours. 

What’s the best gift you’ve ever received?

I don’t remember who I got the idea from, but years ago I heard or read a suggestion to interview your children during different phases of their lives. Just take out the voice recorder and ask them basic questions. When they’re younger, you can ask about their favorite animal, color, movie, etc. As they get older, the questions can be more about their friends, hobbies, and aspirations. 

I’ve been doing this every few months with my now 9-year-old daughter. Occasionally, I’ll listen to the first recordings from when she was 3, and I can hear how much she’s changed—from her voice and interests to the clarity of her words and thoughts. It’s like a short visit with a different version of who your child once was.

That suggestion to interview your children has been the best gift.

Describe your favorite meal.

My mom’s pozole. It’s a Mexican pork and hominy stew accompanied with radishes, cabbage, and bolillo bread. She’ll sometimes make it in late October, on the Saturday closest to my birthday. The weather will be colder by then and a college football game will be on in the background—both of those make it even better. Then a good cigar afterwards.

Sound or silence? (And if sound, what sound?)

It’s become silence. I used to write with music in the background. It almost didn’t matter what kind, and sometimes it’d be the same song on repeat for hours. That was also when I’d do most of my writing during the day and into the early evening. But now, I’ve fallen into a routine where I do most of my writing early. Sometimes I’ll wake up naturally as early as three in the morning. With that change, I now write in silence. 

But maybe it’ll change back to music one day.

Where do you do your best thinking?

It just happens so there’s no specific place. And so long as I’m not on deadline, whenever I feel like I can’t think anymore I just try to do something else for that day.

I’ve gotten ideas while driving, listening to podcasts and music, or in the middle of watching a movie. I’ve even woken up during the middle of night with a thought that helps unlock something that I had been stuck on. 

What journey—physical, creative, intellectual, or otherwise—has meant the most to you?

Earning an associate degree. 

I was a nontraditional student who first enrolled at El Paso Community College at 28 years old. It had been about a decade since I was in school. I was full of self-doubt and worry that I was too old or not a good enough student to be there. With that, I also worried that I might be wasting my time. 

But I quickly realized I was a much better student in college than I’d ever been in high school. I was motivated, disciplined, and having worked in construction for the decade before then, I had a different perspective of what college could be. Whenever I felt like complaining, I’d remind myself (as I’ll still occasionally do) that reading and writing is a lot easier than doing manual labor outdoors, especially during the summers. 

I ultimately transferred and graduated from a four-year university, and later even finished a PhD program. But that associate degree was the most meaningful because it’s where I started to find outlets for my intellectual curiosities and people who encouraged me. 

Where do you like to read?

I don’t have any specific place. At home it’s usually in my office, bed, or on the couch. Away from there, I’ll read while waiting. I’m an anxious flyer, so I’ve also recently found myself saving longer reads for when I’m at the airport or on a plane. It lets me focus on something else while also helping pass the time.  

What’s the last rabbit hole you disappeared into?

The World Cup.

Name three publications you enjoy reading these days.

Texas Highways to read about the parts of Texas that aren’t chaotic or depressive. De Los to keep up with some of what’s happening with Latinos outside of where I live. The Good Fight to stay current with boxing.

What’s one longread that you can’t stop thinking about?

Michael Paterniti’s “The House that Thurman Munson Built.” It’s got everything that interests me as a reader and writer: tragedy, memory, and examining what athletes mean to us at different ages.

What was the last book you read?

Divided Soul: The Life of Marvin Gaye. It’s an excellent book. 

What piece of nonfiction are you most proud of writing?

I don’t know if “proud” is the right word for it since it’s such a heartbreaking story. But “‘She made us happy’: The all-star dreams of Uvalde’s biggest José Altuve fan” is the first thing that comes to mind.

What’s your most reliable way to get creatively unstuck?

Go for a walk or drive. Either of those help me get away from what I’m doing without completely separating me from it.

Who’s a writer you turn to when you need some inspiration?

Wright Thompson, who I’m fortunate to call a colleague. 

I’ll sometimes listen to a chapter or two from The Cost of These Dreams on audiobook before I start writing a story. Wright is among the best sports writers ever, but the story of his that I’ll most often return to is the one he wrote for The Atlantic, “His Name Was Emmett Till.” The small part where one of the main characters says he doesn’t think of the past but has a dog named Dixie is perfect.

What words do you overuse?

“Practically,” “essentially,” “actual(ly),” “that,” “even.” 

And in first drafts, I start too many sentences with “so,” “because,” and “since.” 

What’s your favorite guilty pleasure?

Watching mindless, and at times dumb, dating shows with my wife. 

What superpower would you like to have? 

The ability to not get distracted by my phone. 

What animal or nonhuman being do you most identify with?

Stray dogs who largely mind their own business and hang out in the same general area without terrorizing it. 

If you have a free solitary hour in your day, what do you typically do?

If it’s early in the day, I’ll take a nap. 

What five items would you place in a time capsule?

My phone full of photos and videos, a drawing from my daughter, my box full of sports cards, my voice recorder, and a Dallas Cowboys Super Bowl XXX champions hat because I increasingly fear that’ll be the last one they’ll win.

What does your writing space look like?

I’ve turned a room in our house into my office. It has a wall-to-wall bookcase. On the opposite side of it is my desk. It has plenty of space, a filing cabinet attached to it, and a shelf for my speaker and printer. Yes, a printer. It’s nothing fancy, but practical. 

On the wall above the desk is a dry-erase board where I’ll write reminders and a few words that are story ideas. Once those ideas become a story, I have a corkboard, on the wall to the left of where I sit, for the three-by-five cards I use to outline and organize sections. Above the corkboard are reminders of what I need to focus on when I write. Below it is a calendar for deadlines and travel dates. To the right of where I sit is a small couch. The walls have framed boxing fight posters, work of local artists, photos of my wife and daughter, and random things that mean something to me, like mini football helmets from the University of Texas-El Paso. 

Roberto José Andrade Franco is a feature writer with ESPN and a Writer-at-Large with Texas Highways. His work has been anthologized four times in The Year’s Best Sports Writing and nominated for the National Magazine Award. He’s also a four-time finalist for the Dan Jenkins Medal for Excellence in Sportswriting. 

A new drone collaboration by Cessna owner Textron and autonomy provider Merlin Labs aims to offer the U.S. military a hot production line and a familiar platform for uncrewed aerial logistics, including in contested environments.

The product is SkyCourier UX, a drone version of the Cessna 408 SkyCourier that has flown for FedEx, foreign special operations forces and small remote commercial airlines during its six years of active service. TWZ previously covered how the SkyCourier would likely end up taking on military applications when it was first announced, which you can read here.

A partial full-size model on the show floor at the Air & Space Forces Association’s Air, Space & Cyber Conference in Washington, D.C., this week showed a nose that opened with hydraulics to a cargo bay in lieu of a cockpit. We have seen this same front door conversion concept for uncrewed cargo-carrying helicopters as of late. This allows for easy loading of outsized cargoes without specialized equipment, according to the company, though it does not increase the payload. Like the original SkyCourier, it’s good for about 6,000 pounds, or three standard containers.

The form factor of the uncrewed SkyCourier variant is otherwise identical to its crewed counterpart, with twin turboprops, a high-wing configuration and an aluminum body. 

As with the base SkyCourier, a major advantage of the aircraft is its optimization for loading and carrying standard pallets. This means that cargoes don’t necessarily have to be downloaded, broken up and repackaged for movement to forward positions. This is a big logistical advantage and can speed the flow of critical supplies to where they are needed most. 

The aircraft’s range is about 900 nautical miles, which the makers say suits it well for Pacific island-hopping, allowing for refueling stops on austere runways. It can take off on runways as short as 3,300 feet and land in just 2,500 feet, according to a spec sheet.

The Textron/Merlin collaboration aims to differentiate itself with proven capability in the missions it intends to fulfill, along with the ability to roll out a new drone variant fast and one it can sustain consistently. Bob Gibbs, Textron’s vice president of special missions sales, told reporters in a Monday briefing that the conventional SkyCourier was now fulfilling new orders, not previously announced, to deliver modified aircraft to foreign nations for medical evacuation, casualty evacuation and environmental protection.

“The aircraft’s being operated literally from the Arctic to the Amazon,” Gibbs said. “There are three different island nations in the Pacific that have airline fleets of them. We support our aircraft in 170 countries around the world. So, just like a Cessna Caravan or a Beechcraft King Air, they’re ubiquitous. You find them anywhere, and we support them anywhere in the world.”

While the 900-mile range can’t take the loaded-up aircraft the nearly 2,000-mile stretch between the first and second island chains, Merlin and Textron executives said they don’t need to accomplish that to make it effective.

“This is the ability to disperse the forces among the second island chain … to do the island-hopping to be able to get to, whether it’s Palau, Tinian, Saipan, pick your various islands there,” Kyle Kremer, a retired Air Force major general who now advises Merlin, said. “With the range that it has, it has the ability to agilely move through there” and connect logistics pipelines.

The autonomy package, Merlin Pilot, is already in use under a $105 million U.S. Special Operations Command contract to develop autonomy for the C-130J Super Hercules transport aircraft. It’s been flown aboard four different single and multi-engine airframes, the company says. A promotional web page for Merlin Pilot shows tanker-class and commercial cargo applications with developing and future capabilities.

Merlin has also teamed with the Air Force to develop an AI copilot for KC-135 tankers that can decrease crew workload and even possibly fly the aircraft on its own in the future. TWZ reported on planned tests for these autonomy-enabled tankers in 2024, with the flights set to begin the following year.

However, the Air Force has not confirmed the completion of any flight tests for the effort since. And on Wednesday, Lt. Gen. Daniel Tulley, commander of Air Force Mobility Command, appeared to confirm that the tests had never taken place.

“There’s some companies out there who have offered to develop things where they can bring a carry-on kit onto old KC-135s and other aircraft, but we haven’t seen them test those successfully,” he said. 

He added that autonomy technology may lack the maturity needed for tanker missions.

“An optionally manned or an unmanned tanker at range, [at] the ranges we needed to operate at. It’s a very large aircraft, and we’re not yet to where we’re employing fully autonomous large aircraft. But the technology, I would say, is there and rapidly getting there,” he said.

Tulley did stress that the Air Force saw a need for unmanned aircraft in the last-tactical-leg delivery.

“I’m wrestling with that as we develop an AMC strategy,” he said. “There is absolutely room for some sort of autonomous or other small light lift capability, and that’s just one domain in the air, right? This could be by sea, could be by land, but there is absolutely some requirement for distribution from those major points of debarkation.”

In addition to autonomous takeoff, landing and navigation, and protection of the flight envelope, Merlin Pilot, the company says, has digital copilot human-machine teaming characteristics that include pilot health monitoring, gaze tracking and fatigue detection; pilot incapacitation and contingency response; and flight monitoring and assistance.

Some of Textron’s new features are making light steps toward autonomy already. Gibbs pointed out that the company’s Cessna Citation Gen3 business jets now include standard Garmin auto-land technology.

“Obviously, it’s a different scale than what Merlin’s doing as far as automation,” he said. “But … as we develop new products, we try to future-proof them, and so that’s where you get this nice transition between us.”

The SkyCourier can cost up to $8.5 million, depending on modifications, and while the SkyCourier UX sports GPS-denied navigation and the ability to seek different flight paths to avoid danger, it doesn’t have other built-in defenses. For contested logistics missions, it’s not clear how much risk the services are willing to tolerate for a relatively small logistics payload capability. Kremer maintained, though, that a drone of this size could be a mission-saving capability when dispatched to austere locations. And, in a Pacific conflict, it may reduce demand on already-stretched C-130 transports, now the smallest platform capable of carrying standard containers and long overtasked.

“If you can’t get the spare tire, if you can’t get the component, that small thing where you need it in these dispersed operations, they don’t keep the big logistic supply chain built up in these locations,” Kremer said. “You have to be able to get it where you need it, when you need it, and that’s what this provides.”

Nonetheless, the Air Force has a clear appetite for a capability like this. Last year, it signed a $17.5 million contract to put a Reliable Robotics autonomy package on a Cessna 208B Caravan. 

On Monday, Air Force Chief of Staff Gen. Ken Wilsbach reiterated the Air Force’s interest in unmanned aerial logistics platforms.

“We’re doing testing on them,” he said in response to an audience question. “We believe that there’s some value in that as well. It certainly could be valuable in the Pacific with the ranges that we’re talking about, and so we’re looking at several different options and evaluating them. But I would say nothing, no program of records just yet, but [we’re] certainly taking a look at some demonstrators and the like to see what’s available to us.”

Notably, China has made significant advancements in developing logistic drone capabilities, with reported successful flight tests of massive heavy-lift uncrewed aircraft, including a 7-ton cargo plane that’s currently the world’s largest uncrewed freighter to take flight. Among them is China’s CH-YH1000, a medium-altitude cargo drone developed by the China Academy of Aerospace Aerodynamics that boasts, like SkyCourier UX, a hatch in lieu of a cockpit for ease of flat-pallet loading up to a weight of 1.2 tons. These are just some of an increasing number of similar systems being developed in China that aim to take the crew out of lower-end logistical missions over short, medium and long distances.

Though Textron and Merlin have yet to build a SkyCourier UX prototype, Merlin CEO Matt George emphasized that the company had chosen to partner with Textron because they could start delivering aircraft fast.

“You’ll see over the course of the show a lot of concept aircraft. You’ll see a lot of renders. You’ll see a lot of people who have big empty factories all around the country,” he said. “But I also want to be very clear about the fact that none of this matters without production … There’s 14,000 Americans working in Wichita, Kansas, on a production line where these aircraft, at least in the crewed configuration, are coming off the production line. So when we talk about capability, we’re talking about that capability and bringing that capability to bear soon, rather than in the future.”

Next in the development process, executives say, will be an optionally piloted version of SkyCourier that will allow users to develop comfort with the platform and open the door to further iteration. 

The Textron/Merlin team is also leaving its options open in terms of which U.S. military customer might find its platform most useful.

“I hope [the Army and Air Force] fight over it,” Gibbs said.

Contact the editor: Tyler@twz.com

The post Cessna Cuts Cockpit Out Of SkyCourier Cargo Hauler For Uncrewed Logistics appeared first on TWZ.

The U.S. Air Force has been taking a new look at the feasibility of restarting production of the C-17 Globemaster III cargo plane as part of its still-evolving next-generation airlift plans. The service also continues to explore a wide range of next-generation aerial refueling concepts, including new stealthy and/or uncrewed tankers, but a firm vision for the way forward there has yet to emerge.

Air Force Lt. Gen. Daniel Tulley, head of Air Mobility Command (AMC), shared new details about future airlift and aerial refueling efforts, with TWZ and other outlets at a roundtable at the Air & Space Forces Association’s (AFA) 2026 Air, Space & Cyber Conference.

On the airlift side, the Air Force’s stated plan to date is to replace both the C-17A and C-5M Galaxy with a single Next-Generation Airlift (NGAL) platform, starting in the mid-2040s. Separately, the service is pursuing what could be a family of future aerial refueling capabilities under what is now called the Advanced Tanker Systems (ATS) program. Very broadly speaking, ATS presents a path toward what might come after the retirement of the aging KC-135 tanker fleet, though those aircraft are still expected to keep flying for years to come. The Air Force is also moving to further expand its fleet of newer KC-46A tankers in the interim, but persistent technical and other issues with that design continue to present hurdles.

At the roundtable today, Lt. Gen. Tulley was asked explicitly about restarting C-17 production. The manufacturer of those aircraft, Boeing, shuttered that line in 2015. The company also just marked the 35th anniversary of the design’s first flight yesterday.

“Heck yeah, but with a caveat, right?” Tulley said in response. “So we were just asking this question over the course of last week, and it’s in the context of next-generation airlift. So we are about to embark on the Analysis of Alternatives to replace the C-17 and replace the C-5. All options are on the table.”

“There’s always the option to service life extend the C-17, but the [production restart] question came up,” he continued. “I’ve heard this my entire career. Once we terminate an assembly line, can we ever bring it back? Does somebody store all the machinery and the dies and whatnot, and can you bring that out? So we’re asking that question.”

“But then whatever that answer is from the vendors, what will be the price tag associated with that?” he added. “You have to ask yourself, okay, is rebuilding a C-17 even if you make improvements – and there’s a loose analogy with the C-130J, [a] much more modern, capable variant of the C-130E [author’s note: the C-130J evolved more directly from the C-130H variant] I first learned to fly – if you do that with the C-17, is that the best move? Or are there new technologies that we can incorporate into it so that it can defend itself, so that it’s connected, it’s networked, it does all the things that maybe the current C-17 doesn’t do?”

“We’re looking into it as part of the Analysis of Alternatives. I’m hopeful that we’ll get to answer that question.”

In June, the House Armed Services Committee also directed the U.S. Air Force to prepare a formal briefing on the matter of new C-17 production in a report accompanying a draft of the annual defense policy bill, or National Defense Authorization Act (NDAA), for Fiscal Year 2027.

The RAND Corporation did conduct a detailed, independent analysis more than a decade ago that assessed the costs and complexities that could come from Boeing building more C-17As, as well as other variants and derivatives of the design. RAND’s conclusion was that any of the courses of action would require billions of dollars of new investment and entail risks, as you can read more about in more detail here.

Foreign participation in a new C-17 production run could help at least defray costs. Australia, Canada, India, Kuwait, Qatar, the United Arab Emirates, and the United Kingdom all currently fly Globemaster IIIs. The Strategic Airlift Capability (SAC) initiative, a multinational arrangement with several European members, as well as the United States, also operates three of these aircraft.

Boeing told TWZ directly in June that unnamed C-17 operators had been reaching out about the prospect of restarting the production line, and that the company was “encouraged” by those discussions.

As Lt. Gen. Tulley stressed, there are significant questions about whether buying new-production C-17s, even with substantial improvements, is not only feasible, but a good use of resources. The Air Force’s Globemaster III fleet today continues to prove itself to be critical to the U.S. military’s ability to project power globally, and is in very high demand right now, especially amid the ongoing conflict with Iran.

The Air Force’s desire to replace both the C-17 and C-5, which are very different aircraft in form and function, could still easily lead the service down a different route. Boeing is not the only one looking at future NGAL opportunities. Another company, Radia, has been very actively pitching a clean-sheet design that is physically bigger than either the C-17 and the C-5, and that is geared toward greater operational flexibility, at the Air Force. Radia is targeting a first flight of its aircraft, called Windrunner, by the end of the decade, but it is still in a very aspirational stage at present.

Many questions also still remain about how the Air Force will ultimately proceed on the next-generation aerial refueling front.

“So thinking beyond the current KC-46 buy and the program extension, whatever that next tanker looks like, our Advanced Tanker System, it’s got to be connected. It’s got to be able to defend itself,” Lt. Gen. Tulley said at the roundtable. “But it begs the question: does it need to be manned? Could it be optionally manned? Could it be autonomous? Or is there a family of solutions maybe that would answer that question? So I do not believe that it has to be manned.”

The AMC head was responding to a specific question about how autonomy could play into the Air Force’s future aerial refueling plans, which included a reference ot the U.S. Navy’s MQ-25 Stingray tanker drone. The Navy just announced its first low-rate initial production contract for MQ-25s on Monday.

“I think you’re seeing that with the MQ-25 and the Navy’s work, but then, how do we, the U.S. Air Force, bring that to bear in scope, scale, and range?” Tulley continued. “An optionally manned or an unmanned tanker, at range, the ranges we need to operate at, it’s a very large aircraft. And we’re not yet to where we’re employing fully autonomous large aircraft, but the technology, I would say, is there and rapidly getting there if it’s not.”

The MQ-25 is another Boeing product, and that company has shown a rendering of a larger, land-based derivative in the past. Lockheed Martin’s Skunk Works has also put forward several advanced tanker concepts in the past, including stealthy and potentially uncrewed designs.

“We will be going after how to make the tanker survive,” William Bailey, the Air Force official currently performing the duties of the Assistant Secretary of the Air Force for Acquisition, Technology and Logistics, had also told TWZ and other outlets at a separate roundtable at the Air, Space & Cyber Conference yesterday. Bailey was responding to a direct question about whether the service was moving away from the idea of a stealthy tanker as part of the ATS plan.

“So, lots of work around what do we do in the future for our tankers, and we spent a pretty dedicated effort to go through and look at what do we think those design solutions could look like,” Bailey also said. “We looked internally. We went out to industry, had those guys come back with their thoughts on how to provide a more survivable aircraft.”

“The stuff that was coming in for me might have been an incremental improvement, but [it was] not clear that that represented the next step, the next phase,” he added. “What you’ll see is we’ll take our efforts, and we’ll look at, hey, if the real question is tanker access, then let’s not constrain ourselves to just the aircraft itself and trying to make a stealthy tanker. We need a tanker to have access, so we’ll talk about all those systems that it would take to protect that tanker.”

Bailey said the question of operational “access” applied to next-generation discussions, as well.

As is the case with the Air Force’s airlift fleets, the service tankers are in high demand due to the conflict with Iran and other current operational requirements. Stress on the existing tanker force, compounded by the ever-advancing age of the KC-135s, has been a steadily growing point of concern for years now. U.S. military officials have long been drawing attention to the limits of available aerial refueling capacity to meet even routine peacetime demands. The Air Force, as well as the U.S. Navy, have also expanded their use of contractor-owned and operated tankers to perform certain non-combat aerial refueling missions to help ease this strain.

In the meantime, the Air Force is still pursuing upgrades for its existing airlift and tanker fleets, with heavy focus on increased network connectivity and improved self-protection capabilities.

Greater connectivity “can be a game changer, and it has been a game changer in Operation Epic Fury [against Iran],” Lt. Gen. Tulley said at today’s roundtable. “The ability for air crews to communicate, to coordinate tanker orbits and rendezvous, to pass threat information, to save lives and save aircraft has been everything we expected it to be and more.”

“We have MAF NEXUS that we’re pursuing. The goal is to have this on all mobility aircraft, whether they’re future-built and it’s incorporated, or it’s an add-on capability to existing aircraft,” he continued. “It brings edge compute, the ability to then employ AI [artificial intelligence] and much more computing core power forward on the aircraft, and it does network with the rest of the joint force and the Air Force’s battle management system.”

When it comes to new options for protecting existing tankers, “nothing’s off the table,” the AMC boss added. “Whether it’s [in the] electromagnetic spectrum, whether it’s kinetic self-defense, a layered approach, we’re looking at everything to come up with what might be the best system. But it’s got to be a system that we can afford, and it’s got to be one that we can put on all the aircraft we have and the ones we’re about to build.”

Using Collaborative Combat Aircraft (CCA) or other types of drones to help provide localized defense for airlifters and tankers could be another option. The Air Force has already experimented with this, at least to a degree.

The Air Force is otherwise still clearly continuing to shape its future airlift and aerial fueling visions. As part of that work, the service is now at least considering the possibility of rebooting C-17 production.

Contact the author: joe@twz.com

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