The ambitious re-engining program of the U.S. Air Force’s B-52 Stratofortress strategic bombers has suffered a new delay, after problems detected in the design of the air inlet system forced the postponement of the Critical Design Review (CDR) until April of next year, according to the Government Accountability Office (GAO) in its most recent report on weapons programs.
The delay, of at least 10 months, is due to distortions in the non-uniform airflow detected during testing, which compromised the performance of the new Rolls-Royce F130 engines. Although the engine is not directly responsible for the issue, the redesign of the inlet— a component provided by Boeing, the program’s main integrator— was necessary to ensure optimal performance.
Already in September 2021, under the U.S. Air Force’s Commercial Engine Replacement Program (CERP), the Rolls-Royce F130 engines were selected to replace the current Pratt & Whitney TF33-P-3/103 engines of the B-52H, which will be renamed as B-52J under the modernization efforts that, despite the announced delays, have shown some progress in the testing of a Critical Design Review.
Tight schedule, but no impact on the 2033 goal
Despite the delay, the GAO reported that the program’s Initial Operational Capability (IOC), planned for 2033, remains on track. The Critical Design Review will take place three years later than originally planned, and the initial production decision will not arrive before March 2028, once the first two test aircraft have been delivered.
The Commercial Engine Replacement Program (CERP) seeks to replace the eight Pratt & Whitney TF33 engines that currently power each B-52H, along with their mounts, electrical generation systems, and cockpit engine displays.
Obsolete radar and slow modernization
In parallel, the radar modernization program for the B-52 is also facing difficulties. The project, which will replace the outdated AN/APQ-166 with the AN/APQ-188, has extended its estimated duration from five to nearly nine years, raising concerns within the Pentagon.
The radar is considered essential for navigation and for avoiding hazardous weather conditions, but it is facing issues with parts acquisition, environmental qualification, and software development, which has delayed the low-rate production decisions to 2026 and 2027, respectively.
The program is heading toward a possible breach of the Nunn-McCurdy Act, which requires reviews of cost and schedule when certain thresholds are exceeded. The U.S. Air Force estimates it will complete testing of the new radar in June 2028, reaching full operational capability in 2030.
Criticism of Boeing and digital challenges
The GAO criticized Boeing for its lack of effective implementation of digital engineering practices in both programs. Although computer models have been used to support decisions, a comprehensive “digital thread” providing real-time data— a key tool in modern acquisition systems— has not been developed.
Boeing argues that it is difficult to apply digital engineering to legacy platforms like the B-52, a bomber that has been flying for over 60 years, but that the Air Force expects to keep operational well into the 21st century.
Strategic risks and alternatives
The head of the Air Force Global Strike Command, General Thomas A. Bussiere, warned in May that if the B-52 modernization becomes more complicated than expected, it might be necessary to accelerate the incorporation of B-21 Raider stealth bombers as an alternative.
Meanwhile, the Air Force and Congress continue to closely monitor these projects, which are considered essential for maintaining the United States’ strategic deterrence capability against competitors such as China and Russia.
*Images used for illustrative purposes only
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