The B-52 Stratofortress is considered not just a tool but an icon of the US’s aerial might. For more than 70 years, this giant of the sky has been the airpower that fights or wages war, wherever it has been. Instead of being phased out, it is being refurbished through a comprehensive upgrade that will keep it operational at least until the 2050s. What the B-52J marks is not just an improvement but a complete overhaul of one of the most durable military aircraft in the world.
On the surface, it may seem that the Air Force’s decision to continually support the B-52 program is not logical, as the B-52’s first flight dates back to the 1950s. Nevertheless, adaptability, dependability, and the historical record of being change-friendly make it an investment that most probably would pay off.
In the modernization of an ancient platform of such kind, there are some difficulties involved, and there is a contingent of people who doubt it is the right thing to do in the age of stealth and hypersonic. Although the project is still moving forward, it aims to give this Cold War veteran to get a new life.
The pivotal part in such a transformation is the change from top to bottom of the engines. The TF33, worn-out and in use since the sixties, is being replaced with the Rolls-Royce F130. The new engines will be one-third more efficient and will allow the aircraft to extend its range, which will also cause its maintenance to be less frequent, thus the fleet will be less affected. So significant is the upgrade that some within the Air Force even refer to the B-52J as a new plane. Moreover, fewer stops for refueling translate into quicker global deployments and less wear on support tankers and crews.
However, power is just one aspect going for the bomber. The installation of AESA, a phased array radar derived from the system used on the F/A-18, will give the bomber a lot more accurate targeting and tracking capabilities. But it has been a difficult process – delays, software problems, and testing setbacks have led the system’s projected debut to be pushed to the next decade.
The old instruments will be replaced with a combination of digital ones and automated systems for the crew, but some old gauges will remain as a symbol of the aeroplane’s long history. The number of crew will also be reduced from five to four via automation.
Moreover, the B-52J is experiencing a firepower upgrade as well. The aircraft will be able to carry bombs of all kinds, cruise missiles, and hypersonic weapons, to mention a few, with its maximum payload of up to 35 tons. In addition to that, it is predicted to be a key player in the launch of drones and working together with the Air Force’s concept of networked, collaborative warfare. It’s just that. A bomber is no longer the only thing—it’s a flying command and strike platform of the next-generation missions.
Like with any project of this magnitude, it suffers from the problems of cost and late delivery. The overhaul is already several years late, and the price has escalated to billions of dollars. The money, according to the critics of the program, should have instead been used for the development of stealthier aircraft such as the B-21 Raider, while the supporters argue that the B-52J’s adaptability and its huge carrying capacity are enough reasons to justify the expense.
The question, however, is whether a Cold War-era bomber survives the world of today’s advanced air defenses? The B-52J will still not be stealthy, but its chance for survival is through the use of long-range standoff weapons, electronic warfare, and seamless integration with other platforms. Air Force leaders feel that these improvements will make it possible for the B-52 to be effective in high-threat environments even with the arrival of new bombers in the fleet.
Some commanders even say in jest that the Stratofortress might very well be the Air Force’s first “sixth-generation” aircraft—not because of its technology, but because of the number of generations of airmen who have flown it and will have been before it finally retires. The plan is to operate it alongside the B-21 so that the two could form a force that combines stealth with endurance and thus be complementary. The bomber fleet would then be divided between the two types of aircraft, with about half of them still being B-52s.
In case everything goes well, the first B-52Js will be out around 2030. Apart from the future instruments, they will carry the weight of history. Whether such a comeback will ensure the presence of the bomber when faced with modern threats is still uncertain, but we can say one thing for sure – B-52’s story is far from over, and it is only getting bigger in aviation history.