Since its entry in the Eisenhower years, the B-52 Stratofortress has been a symbol of American air power—a bomber that has endured for decades, flown in nearly every major war since Vietnam, and gained fame for unbelievable longevity. The Air Force is now working to get this legendary aircraft well into the 21st century with a sweeping modernization program, a challenge as ambitious as it is daunting.
At the heart of the B-52’s evolution into the B-52J are two programs: the Radar Modernization Program (RMP) and the Commercial Engine Replacement Program (CERP). The plan replaces the 1960s vintage TF33 engines with Rolls-Royce F130 turbofans, which are guaranteed to be more fuel efficient, more reliable, and cheaper to maintain. At the same time, the aging radar is being upgraded to a new active electronically scanned array (AESA) system based on technology derived from the F-15 and Navy Super Hornet, as well as enhanced avionics, displays, communications gear, and compatibility with emerging new weapons, including hypersonic missiles.
These upgrades, at least in theory, will allow the B-52J to remain the backbone of American airpower for the next several decades. Its staggering payload capability, carrying up to 35 tons of bombs, renders it one of the strongest strike platforms in the world. With new engines and state-of-the-art electronics, the Stratofortress will allegedly launch precision-guided bombs, shoot standoff cruise missiles, and even carry drones—all from safely beyond the reach of the enemy’s defenses.
Upgrading a Cold War aircraft, however, is no simple task. The B-52J program is already three years behind schedule, and the achievement of full operational capability is now projected for 2033. The Government Accountability Office has informed that the process of installing new engines and radar systems into a 1950s airframe was far more complex than originally projected. Even such seemingly trivial issues as how to install maintenance panels have contributed to mounting delays and rising costs.
The radar upgrade has turned sharply contentious. Costs are up by 17% over original estimates, triggering a Nunn-McCurdy breach and requiring congressional approval. While the new radar will be far more capable than the existing one, its price tag of $2.6 billion has incited resistance from budget-cutting congressmen.
Concurrency—working on and testing new systems at the same time—adds additional risk. Pentagon officials caution that putting most of the fleet in service before it is thoroughly tested may lead to expensive retrofits if unexpected problems are discovered.
There is disagreement about the program. The case against the program is that updating the B-52 is faster and cheaper than developing a new bomber. They highlight the structural strength and flexibility of the airframe with existing engines and avionics. Its critics, however, say that the B-52 remains a Cold War-era relic, increasingly vulnerable to newer air defenses, and that funds would be better spent accelerating development of the B-21 Raider, the next-generation stealth bomber currently undergoing flight testing.
The Air Force now intends to maintain a two-bomber concept: 76 B-52Js for standoff and at least 100 B-21s for deep penetration. Delays in the B-52J program have made raising the order on the B-21 to 145 airplanes contingent on the modernization program.
In spite of all these controversies, the B-52J is being prepared for significant operational tasks. It is intended to be a foundation of Bomber Task Force missions, capable of launching hypersonic and precision weapons from outside contested airspace and even serving as a drone mothership. However, readiness concerns persist. Mission-ready rates have dropped below 54%, crews are struggling with vintage parts and shortfalls in systems, and flights are experiencing high numbers of non-mission-critical systems being shut down. Structural fatigue is another ongoing issue, much like that facing other older planes after they have been renovated.
Strategic math also makes deployment more complex. As a dual-capable bomber, even non-nuclear B-52J missions could be misinterpreted in times of crisis. Under a threatening regional environment, normal sorties would be interpreted as nuclear signaling, raising stakes and the risk of escalation.
Whether the B-52J will go down in history as a shrewd investment or sunk-cost cautionary tale remains to be seen. The Air Force is tasked with the dual challenge of incorporating complicated systems while keeping the price tag down, all while having the aircraft ready to meet the needs of warfare in the modern era. Meanwhile, the “BUFF”—Big Ugly Fat Fellow—keeps flying high, brimming with the history of decades and hopes of a new millennium.