The Government Accountability Office (GAO) reported last month that the overall initial operational capability (IOC) for the B-52J program had slipped to 2033, a three-year delay from its start.
It’s hard to believe, but the Air Force is spending lots of money on yet another update to the iconic Boeing B-52 Stratofortress. The latest iteration, designated the B-52J, is a comprehensive modernization of the existing B-52H fleet to extend its service life potentially into the 2050s—marking an unprecedented century of operational use.
This upgrade program encompasses new engines, radar systems, avionics, and other enhancements. It aims to maintain the bomber’s relevance in an era of advanced threats, hypersonic weapons, stealth technologies, and drone swarms.
Currently, the Air Force’s B-52J is the development and testing phase, with significant milestones achieved. However, persistent delays have pushed full operational capability back to 2033—or later.
Why Upgrade the B-52 Again?
The B-52H, the last variant produced in 1962, has undergone numerous modifications over the decades to adapt to changing mission requirements—ranging from nuclear deterrence during the Cold War to precision strikes throughout the Global War on Terror.
The transition to the B-52J is driven by the need to address obsolescence, improve efficiency, and integrate new capabilities. Key programs include the Commercial Engine Replacement Program (CERP) for re-engining and the Radar Modernization Program (RMP), alongside upgrades to communications, navigation, weapons integration, and cockpit displays. The Air Force plans to upgrade all 76 active B-52H aircraft, redesignating them as B-52J upon completion of the engine and subsystem installations.
These enhancements are expected to enhance the B-52’s fuel efficiency by up to 30 percent, extend unrefueled range beyond 8,800 miles, reduce maintenance costs, and enable carriage of advanced munitions like the Hypersonic Attack Cruise Missile (HACM) and the AGM-181 Long-Range Stand-Off (LRSO) nuclear cruise missile. The upgrades also involve reducing the crew from five to four by streamlining operations, reflecting a shift toward more automated systems.
The B-52J program has seen notable advancements, particularly in the arena of engine development. The Rolls-Royce F130 engine, selected in 2021 to replace the aging Pratt & Whitney TF33s, completed its Critical Design Review (CDR) on schedule in December of last year. Sea-level testing at Rolls-Royce’s Indianapolis facility and twin-pod configuration tests at NASA’s Stennis Space Center were successfully concluded earlier in 2025, confirming performance predictions and reducing program risks.
The B-52’s Upgrades Are Three Years Behind Schedule
Altitude testing commenced in February of last year, at the Arnold Engineering Development Complex in Tennessee, evaluating the engine’s operation across the various flight conditions. In June, the US Air Force announced that wind tunnel testing had validated the redesigned jet engine inlet for the F130, paving the way for the CERP to enter full development during the summer. This milestone is crucial for ensuring compatibility with the B-52’s airframe, including new nacelles, pylons, and electrical systems.
The Air Force anticipates delivering the first two modified aircraft for ground and flight testing by 2028, with production kits for the full fleet to follow between fiscal years 2028 and 2035—or possibly 2036.
The Radar Modernization Program has progressed, too. Although, there have been setbacks with this part of the program. The new Active Electronically Scanned Array (AESA) radar, an adaptation of systems from the F-15 and F/A-18, aims to replace the B-52’s obsolete AN/APG-166.
It is believed that initial operational capability for the radar can be expected by 2027. Other upgrades, such as the improved cockpit displays and hypersonic weapon pylons, are in parallel development to support multi-role operations, including as an “arsenal plane” for standoff strikes.
The Government Accountability Office (GAO) reported last month that the overall initial operational capability (IOC) has slipped to 2033, a three-year delay from the program’s start. This postponement stems from underfunding during design phases, technical issues with engine integration, and radar development challenges, such as delays in display and sensor processors.
The GAO also expressed concerns over overlapping testing and production, which could lead to costly retrofits if issues arise post-production.
Cost overruns exacerbate these delays. The CERP’s research, development, test, and evaluation (RDT&E) budget exploded at $650.5 million this year, with total program costs estimated at over $2.56 billion. The RMP’s costs have risen from $2.34 billion in 2021 to $2.58 billion by fiscal year 2023. The Pentagon attributed these overruns to the need for additional test hardware and contractor support. Many have understandably questioned the cost-effectiveness of keeping the B-52s going amid evolving, complex threats.
Others suggest that the funds going toward the B-52J would be better spent on the B-21 Raider long-range stealth bomber that is slated to replace the aging B-2s.
Technical risks persist, including ensuring the F130’s reliability without overhauls for the aircraft’s remaining lifespan and integrating fiber optic systems for radar communications. Broader Air Force priorities, such as accelerating B-21 production and addressing near-peer competition, add pressure to the timeline. Recent incidents, like a B-52’s near miss with a commercial airliner earlier this month, underscore operational strains on the aging B-52 fleet while upgrades are pending.
Keeping the B-52 Upgraded Is a Worthwhile Investment
The Trump administration’s recent successful bombing of Iranian nuclear sites using B-2 Spirit long-range stealth bombers underscores the need for America to possess a robust bomber fleet. The fact that the heaviest lifting for America’s bombing fleet continues to be conducted by the B-52 shows that the Americans have gained many advantages by keeping the Stratofortress flying.
While the B-21 Raider is a superior plane to the B-52 in every way, the fact remains that the B-21s are simply too expensive—whereas the upgraded B-52Js, despite being slowed down by the Pentagon’s usual delays and cost overruns, are cheaper. What’s more, they can be fashioned into “arsenal planes” used to unleash all manner of destruction from afar.
The B-52 is not a stealth plane. But in this day and age, the ability to launch hypersonic weapons, drone swarms, and other advanced weapons from over-the-horizon count for far more than stealth does. The Pentagon is right to spend its money on this program.
About the Author: Brandon J. Weichert
Brandon J. Weichert, a Senior National Security Editor at The National Interest as well as a contributor at Popular Mechanics, who consults regularly with various government institutions and private organizations on geopolitical issues. Weichert’s writings have appeared in multiple publications, including the Washington Times, National Review, The American Spectator, MSN, the Asia Times, and countless others. His books include Winning Space: How America Remains a Superpower, Biohacked: China’s Race to Control Life, and The Shadow War: Iran’s Quest for Supremacy. His newest book, A Disaster of Our Own Making: How the West Lost Ukraine is available for purchase wherever books are sold. He can be followed via Twitter @WeTheBrandon.
Image: Wikimedia Commons.
