Het nut van een strategische bommenwerper in de 21ste eeuw?

[Ace1]

America's venerable B-52 bomber vs. Russian S-400 missile system: Who wins?

The recent deployment of six B-52H Stratofortresses bombers from Barksdale Air Force Base, Louisiana at the U.S. European Command area became a real hot topic in the media and in experts community.

B-52s have conducted flights near the Russian border in Baltic Region that probably to the annoyance of the Russian military. Moreover, Russian fighter jets repeatedly conducted an intercept of U.S. Air Force B-52H Stratofortress bomber over international waters of the Baltic Sea.

As previously reported, the Russian army also moved components of its S-300 long-range surface-to-air missile (SAM) systems from Gvardeysk to Baltiysk, the westernmost town in Russia.

In a series of posts on Twitter on 22 March, military blogger Petri Mäkelä reported that Russian Defense Forces has deployed S-300 systems at the westernmost point of the enclave of Kaliningrad, near the border with Poland to counter potential air strike.

Against the backdrop of growing tensions between Russia and the U.S., many began to wonder who would win in battle of B-52 bomber vs. S-400 missile defense systems.

Developed in the 1950s, the B-52 heavy bomber has been the mainstay of the United States Air Force for 64 years. Venerable B-52 bomber saw service in Vietnam, Desert Storm, and the War on Terror in both Afghanistan, Iraq, Syria. And of course, he was a cornerstone of American Cold War nuclear deterrence for decades.

Even at his age, B-52 Stratofortress is capable of dropping or launching the widest array of weapons in the U.S. inventory, includes gravity bombs, cluster bombs, precision guided missiles, and joint direct attack munitions. The basic B-52 design evolved from an aircraft capable of dropping their bombs from 30,000 feet to the real Stratofortress that can launch long-range cruise missiles.

It is worth noting that Russian military sources claim that five U.S. Air Force's B-52H Stratofortress bombers conducted a mock nuclear strike against targets in Russia, include Moskov and St. Saint Petersburg during training flights on 28 March.

The training flight of U.S. B-52H bombers with Norwegian F-16 fighter jets over the Norwegian Sea was one of the examples of dummy cruise missile attacks outside the detection zone by air-defense radars, as well as outside the combat radius of MiG-31 supersonic interceptor aircraft.

The classic B-52 cannot penetrate adversary air defenses; therefore it needs the long-range missile. But, according to Airforce Technology website, B-52H is capable of carrying some missile systems, included AGM-86A air-launched cruise missiles (with range 1500 miles), AGM-84 Harpoon missiles (with range 77 miles), AGM-86C conventional air-launched cruise missiles (with range 1500 miles) for the full range of strike operations.

A total of 744 B-52s were built with the last, a B-52H, delivered in October 1962. "H" modification is the only variant still in use by the U.S. Air Force.

Even though B-52 is the oldest aircraft in the history of the Air Force, it still remains deadly for enemies of the United States around the world.

As for Russian S-400, it is one of the most modern and controversial defense missile systems in the world currently.

S-400 surface to air missile system, previously known as the S-300 PMU-3, developed in the 1990s by Russia's Almaz Central Design Bureau as an upgrade of the S-300 family. It has been in service with the Russian Armed Forces since 2007. Open sources report the S-400 uses four missiles to fill its performance envelope: the very-long-range 40N6 (248 miles), the long-range 48N6 (155 miles), the medium-range 9M96E2 (74 miles) and the short-range 9M96E (25 miles).

But a recently published reportby the Swedish Defense Research Agency, commonly known as FOI, questioned the capability of modern Russian S-400 anti-aircraft system.

In closer inspection, Russia's capabilities are not quite as daunting, especially if potential countermeasures are factored in.

The analysis shows that the actual range of the new Russian anti-aircraft system is actually only 90-125 miles. Against low-flying missiles launched from a B-52 bomber, the S-400's range may be as short as 12 miles.

According to a report, the missile with a purported 248-miles range, the 40N6, is not yet operational and has been plagued by problems in development and testing. In its current configuration, the S-400 system should mainly be considered a threat to large high-value aircraft such as AWACS or transport aircraft at medium to high altitudes, out to a range of 125-155 mile. In contrast, the effective range against agile fighter jets and cruise missiles operating at low altitudes can be an as little 12-20 miles.

Moreover, despite its sophistication, an S-400 battery is dependent on a single engagement radar and has a limited number of firing platforms. It is thus vulnerable both to munitions targeting its engagement radar and to saturation attacks. If and when the 40N6 missile goes online, its 248-miles technical range cannot be effectively exploited against targets below approximately 3000 meters unless target data can be provided and updated during the missile's flight by airborne or forward-deployed radars.

As a result, only a real conflict can give an exact answer. It is not easy to fully predict who would win in an epic battle between a B-52 bomber and S-400 missile system. Thousands of other factors, such as the weather, crew, electronic warfare, and more, can affect the real situation.

https://defence-blog.com/army/americas-venerable-b-52-bomber-vs-russian-s-400-missile-system-who-wins.html

[Harald]

USAF proposes MOAB-sized bomb carriage for B-52H wings

In addition to making the Boeing B-52H more fuel efficient and sophisticated, the US Air Force's ongoing makeover project also aims to make the pride of Gen Curtis LeMay's Cold War-era bomber fleet more destructive.

A market survey opened on 21 June reveals the USAF's plan to equip the B-52H wing pylon to carry a single weapon weighing up to the 9,070kg (20,000lb) class, which potentially includes the GBU-43/B Massive Ordnance Air Blast (MOAB).

The B-52H now has the ability to carry heavy weapons, including the 13,600kg-class Massive Ordnance Penetrator, internally. But the the Improved Common Pylon on the B-52H wings are limited to carrying weapons weighing up to 2,270kg (5,000lb).

"There wasn't a requirement nor did anyone foresee a need to carry weapons heavier than 5,000lb," the market survey released by the USAF states.

"With current heavy weapons exceeding 5,000lb there is a new requirement for a replacement external carriage pylon assembly to facilitate these and other emerging needs," the document adds.

The USAF hasn't identified a schedule for launching development of the new pylon, but plans to move quickly once the contract is awarded.

The B-52 system programme office is considering a plan to award a cost-plus-fixed-fee-type contract for prototypes and production, with a three- to six-year period for engineering manufacturing and development.

LeMay originally envisioned replacing B-52s with a fleet of supersonic bombers, but the subsonic, long-range H-model has persisted since it entered the fleet in 1961.

Instead of transitioning to retirement, the USAF now plans continue operating the fleet until they reach nearly the century-mark in 2060.

In addition to connectivity and networking upgrades, the USAF plans to re-engine the Pratt & Whitney TF33 turbofans with modern eight modern engines for each aircraft.

https://www.flightglobal.com/news/articles/usaf-proposes-moab-sized-bomb-carriage-for-b-52h-win-449674/

[Harald]

USAF looks to quadruple B-52 external weapons load

The US Air Force (USAF) is looking to quadruple the weight of bombs that the Boeing B-52H Stratofortress is able to carry externally.

According to a request for information (RFI) issued on 21 June, Air Force Materiel Command (AFMC) is seeking a new external weapons pylon that will take the B-52's current 10,000 lb (4,536 kg) maximum external load (across two underwing pylons) to 40,000 lb (18,144 kg).

"The current Improved Common Pylon (ICP) ... was designed in 1959 and has been in service since the 1960s. When it was introduced, there wasn't a requirement nor did anyone foresee a need to carry weapons heavier than 5,000 lb. It was modified in the late 1990s ... and has performed exceptionally well ... [but] it has limitations when it comes to heavy weight capacity. With current heavy weapons exceeding 5,000 lb there is a new requirement for a replacement external carriage pylon assembly," the RFI said, adding that the new replacement pylon will not exceed 5,000 lb in weight while being capable of carrying multiple weapons in the 5,000 lb to 20,000 lb weight class.

The RFI provided no details as to planned costs and timelines for the pylon upgrade, except to say that the total effort from development to fielding should be accomplished between 36 and 72 months. Responses to the RFI are due by 15:00 hrs Central Standard Time on 20 July.

The new pylon would enable the B-52 to carry any of the air-launched munitions in the USAF inventory up to the 22,000 lb Massive Ordnance Air Burst (MOAB) bomb.

http://www.janes.com/article/81271/usaf-looks-to-quadruple-b-52-external-weapons-load

[Harald]

USAF likely to issue B-52 engine replacement request for proposals in early 2019

The US Air Force is likely to issue a request for proposal for its Boeing B-52H Stratofortress bomber engine replacement programme close to the first quarter of 2019, according to an Air Force document released on 13 March.

The contract for re-engining the USAF's 76 Boeing B-52H bombers would likely be granted some four to six months after final proposals are submitted, according to the document. The department is looking to acquire at least 608 new, commercially available turbofan engines to replace the eight Pratt & Whitney TF33s each bomber carries.

The USAF decided last June that the TF33, a jet engine first produced 60 years ago, is not sustainable beyond 2030, due to age, parts obsolescence and a shrinking supplier base. Pratt & Whitney, Rolls-Royce and GE Aviation are possible bidders for the engine replacement programme.

The effort to put new engines on the B-52H bomber, and thus extend its lifespan, comes as a result of the USAF's plan to rely on the bomber for decades to come. The USAF plans to trim its bomber fleet by 2040 down to the B-52H and the forthcoming Northrop Grumman B-21 stealth bomber. The Northrop Grumman B-2 and the Rockwell B-1 are scheduled for retirement.

https://www.flightglobal.com/news/articles/usaf-likely-to-issue-b-52-engine-replacement-reques-446745/

[jurrien visser (JuVi op Twitter)]

Russia Close to Complete First Future Strategic Bomber Prototype Development
http://www.defenseworld.net/news/21614/Russia_Close_to_Complete_First_Future_Strategic_Bomber_Prototype_Development#.Wj_lXlgBTfg.twitter

[Harald]

USAF details scope and schedule for B-52 re-engining

A new US Air Force document released last week outlines the details, timeline and likely competitors for a plan to acquire at least 608 new turbofan engines to replace the eight Pratt & Whitney TF33s on each of 76 Boeing B-52H bombers in the US Air Force fleet.

The air force's sustainment office for the 17,000lb-thrust TF33 decided last June that the 60-year-old powerplants are not sustainable beyond 2030, due to age, parts obsolescence and a diminishing supplier base, the document says.

P&W has urged air force officials to simply refurbish the TF33, but the document makes clear that approach is not one of the options the air force is considering. Also rejected are previous proposals that offered to cut the B-52H's engine count from eight to four.

Instead, all three acquisition strategies under review replace all eight TF33s to cut fuel consumption by 20-40%. The new engines must not alter the aircraft's take-off performance and the weapon release envelope, the document says. The engine replacement also would include revamping the B-52H's electrical power system, installing new generators and wiring to support new electronics.

The USAF's three acquisition strategies only differ on the method used to select a replacement engine. One option is delegate the engine selection to an aircraft integration contractor. Boeing was the designer and remains the prime contractor for the B-52H, but the document indicates the company could face competition for the aircraft integration role.

The other two strategies have the USAF selecting the engine contractor after either a one-step competition or a two-stage bidding process.

A notional schedule using the two-stage bidding process indicates the full programme will take 17 years to complete. So far, the USAF has only been awarded seed money in Fiscal 2018 to lock-in the acquisition strategy and release a request for proposals to industry. If the USAF selects a two-stage bidding process, the initial operational capability for the B-52H re-engining would be set for Fiscal 2029, with full operational capability declared five years later.

The prospect of selling more than 600 engines to the USAF has attracted several prospective bidders. In addition to incumbent P&W, Rolls-Royce and GE Aviation attended the air force's industry day event on 12-13 December in Barksdale, Louisiana, according to the air force's briefing slides.

Another engine manufacturer, Safran, also attended the event, but it was not immediately clear if the France-based company is interested in supplying engines, nacelles or electrical equipment.

Although the contract opportunity could be lucrative, past experience suggests the air force could still back away from following through with the full programme. One of the briefing slides covers the history of B-52 re-engining projects, with eight prior studies or proposals to replace the TF33s dating back to 1971.

The air force's recent determination that the TF33 is supportable beyond the next 12 years may give new urgency to the latest attempt. Although the air force dropped the B-52H fleet from its list of aircraft carrying nuclear glide bombs, the aircraft is still counted as a strategic asset for launching nuclear stand-off missiles, including the forthcoming long-range standoff weapon. Top air force leaders have said the B-52H will likely remain in operation beyond 2050, as the fleet approaches a century of operational service in 2055.

https://www.flightglobal.com/news/articles/usaf-details-scope-and-schedule-for-b-52-re-engining-444327/

[Harald]

Money for B-52 re-engine program won't be funded before 2020

At the Association of Old Crows conference in Washington, head of U.S. Air Force Global Strike Command, told reporters that funding for the B-52 re-engine program will unlikely be approve before 2020.

Lees meer via http://alert5.com/2017/12/03/money-for-b-52-re-engine-program-wont-be-funded-before-2020/#dpAcmiwwvEWgMurh.99

[jurrien visser (JuVi op Twitter)]

Space High Ground is better than Hypersonic missiles or new stealth bombers | NextBigFuture.com

https://www.nextbigfuture.com/2017/10/space-high-ground-is-better-than-hypersonic-missiles-or-new-stealth-bombers.html @nextbigfuture

[Harald]

Air Force B-52 Gets New Internal Weapons Bay

The Air Force plan is to keep the historic B-52 bomber relevant and functional for decades well into the 2040s

The Air Force is surging forward with a massive, fleet-wide modernization overhaul of the battle-tested, Vietnam-era B-52 bomber, an iconic airborne workhorse for the U.S. military dating back to the 1960s.

Engineers are now equipping all 76 of the Air Force B-52s with digital data-links, moving-map displays, next-generation avionics, new radios and an ability to both carry more weapons internally and integrate new, high-tech weapons as they emerge, service officials said.

The technical structure and durability of the B-52 airframes in the Air Force fleet are described as extremely robust and able to keep flying well into the 2040s and beyond – so the service is taking steps to ensure the platform stays viable by receiving the most current and effective avionics, weapons and technologies, Air Force weapons developers told Scout Warrior in an interview last year.

The B-52 has a massive, 185-foot wingspan, a weight of about 185,000 pounds and an ability to reach high sub-sonic speeds and altitudes of 50,000 feet, Air Force officials said.

  "Their structure, service life and air frames are good until around 2040. They are built very strong structurally. This is not a structural modification, but upgrades to the capabilities and the avionics," a senior Air Force official explained. "You are taking this old structurally sound airframe and putting modern avionics, modern communications technology and modern weaponry into it."

Known for massive bombing missions during the Vietnam War, the 159-foot long B-52s have in recent years been operating over Afghanistan in support of military actions there from a base in Guam.

The B-52 also served in Operation Desert Storm, Air Force statements said.  "B-52s struck wide-area troop concentrations, fixed installations and bunkers, and decimated the morale of Iraq's Republican Guard," an Air Force statement said.

In 2001, the B-52 provided close-air support to forces in Afghanistan during Operation Enduring Freedom, service officials said. The B-52 also played a role in Operation Iraqi Freedom. On March 21, 2003, B-52Hs launched approximately 100 CALCMs (Conventional Air Launched Cruise Missiles) during a night mission.

Given the B-52s historic role in precision-bombing and close air support, next-generation avionics and technologies are expected to greatly increase potential missions for the platform in coming years, service officials said.

Communications, Avionics Upgrades
Two distinct, yet interwoven B-52 modernization efforts will increase the electronics, communications technology, computing and avionics available in the cockpit while simultaneously configuring the aircraft with the ability to carry up to eight of the newest "J-Series" precision-guided weapons internally – in addition to carrying six weapons on each wing, officials said.

Eight B-52s have already received a communications (coms systems) upgrade called Combat Network Communication Technology, or CONECT – a radio, electronics and data-link upgrade which, among other things, allows aircraft crews to transfer mission and targeting data directly to aircraft systems while in flight (machine to machine), an Air Force official said.

A key attribute in terms of "machine-to-machine" data-transfer technology which allows for more efficient, seamless and rapid communication of combat-relevant information. 

Using what's called an ARC 210 Warrior software-programmable voice and data radio, pilots can now send and receive targeting data, mapping information or intelligence with ground stations, command centers and other aircraft..

An ability to receive real-time targeting updates is of great relevance to the B-52s close-air-support mission because fluid, fast-moving or dynamic combat situations often mean ground targets appear, change or disappear quickly.

Alongside moving much of the avionics from analogue to digital technology, CONECT also integrates new servers, modems, colored display screens in place of old green monochrome and provides pilots with digital moving-map displays which can be populated with real-time threat and mission data, developers explained.

The new digital screens also show colored graphics highlighting the aircraft's flight path.

Single explained that being able to update key combat-relevant information while in transit will substantially help the aircraft more effectively travel longer distances for missions, as needed.

"The key to this is that this is part of the long-range strike family of systems — so if you take off out of Barksdale Air Force Base and you go to your target area, it could take 15 or 16 hours to get there. By the time you get there, all the threat information has changed," an Air Force official said. "Things move, pop up or go away and the targeting data may be different."

The upgrades will also improve the ability of the airplane to receive key intelligence information through a data link called the Intelligence Broadcast Receiver. In addition, the B-52s will be able to receive information through a LINK-16-like high-speed digital data link able to transmit targeting and Intelligence, Surveillance and Reconnaissance, or ISR information.

The CONECT effort, slated to cost $1.1 billion overall, will continue to unfold over the next several years, Single explained.

The entire fleet of B-52 will be operational with CONECT  will be ready by 2021, developers told Warrior.

Weapons Upgrade
The Air Force is also making progress with a technology-inspired effort to increase the weapons payload for the workhorse bomber.

The 1760 Internal Weapons Bay Upgrade, or IWBU, will allow the B-52 to internally carry up to eight of the newest "J-Series" bombs in addition to carrying six on pylons under each wing.

The B-52 have previously been able to carry JDAM weapons externally, but with the IWBU the aircraft will be able to internally house some of the most cutting edge precision-guided Joint Direct Attack Munitions and Joint Air-to-Surface Standoff Missiles, among others.

"It is about a 66 percent increase in carriage capability for the B-52, which is huge. You can imagine the increased number of targets you can reach, and you can strike the same number of targets with significantly less sorties," the Air Force official said.

Also having an increased internal weapons bay capability affords an opportunity to increase fuel-efficiency by removing bombs from beneath the wings and reducing drag.

The first increment of IWBU, slated to be finished by 2017, will integrate an internal weapons bay ability to fire a laser-guided JDAM. A second increment, to finish by 2022, will integrate more modern or cutting-edge weapons such as the Joint Air-to-Surface Standoff Missile, or JASSM, JASSM Extended Range (ER) and a technology called Miniature Air Launched Decoy, or MALD. A MALD-J "jammer" variant, which will also be integrated into the B-52, can be used to jam enemy radar technologies as well.

IWBU, which uses a digital interface and a rotary launcher to increase the weapons payload, is expected to cost roughly $313 million, service officials said.

https://scout.com/military/warrior/Article/Air-Force-B-52-Gets-New-Internal-Weapons-Bay-101452536

[Harald]

Rolls Royce offers BR725 for B-52 re-engine effort

Rolls-Royce is pitching the BR725 for the US Air Force's B-52 bomber re-engine effort, though the service has yet to establish a programme of record or release a request for proposals.

Momentum has increased on the engine replacement as more responses to the USAF's B-52H engine alternative study have poured in, says Tom Hartmann, R-R North America's senior vice-president of customer business. Despite an accident in January that dropped one TF33 engine from a bomber during a training mission, R-R has no sense has no sense of when an RFP could drop or whether the USAF could fit the engine replacement in its budget.

"We're acting like it's imminent, those are the grindstones we're working," Hartmann says. "I think there's been a sense of urgency for a couple years now. The reason we're doing this today is because we're seeing an increased momentum and want to offer our best shot at the competition."

Without a firm RFP in hand, R-R is basing its initial BR725 offering on discussions with the service and B-52 manufacturer Boeing. R-R clarified the company is not teaming with Boeing.

R-R's 700-series engines are part of the USAF's F130 engine family, powering the service's Bombardier Global 5000-based E-11A Battlefield Airborne Communications Node aircraft and the Gulfstream G550-based C-37A. If the USAF moves forward with engine replacement and R-R wins the contract, the company would create a new F130 engine assembly and test line in the US, while production of commercial variant, the BR725, would continue in Germany. R-R's primary engine assembly site in the US is the former Allison complex in Indianapolis. R-R also produces subassemblies in a plant in Richmond, Virginia.

So far, the USAF has foregone plans to reconfigure the B-52s with four engines, which would have required expensive modifications to the wings, R-R says. R-R previously considered a higher thrust variant of the RB211 turbofan engine as a four-engine option on the B-52, but the service does not appear to be moving in that direction, according to R-R.

"Our BR700 is right in the sweet spot," Hartmann says. "It's almost a perfect one-for-one fit from a thrust and a size standpoint."

While rival engine manufacturer Pratt & Whitney has touted an upgraded version of its original TF33 engine to sustain the B-52 through 2050, R-R cites support from both Boeing and the USAF for a replacement rather than refurbishment, Hartmann says. The new engines would require a reduced number of air refueling tankers, would avoid obsolescence risks older engines could pose and could provide a 34% improvement in fuel consumption over existing engines, he says.

"Refurbishing the engines only gives you a partial benefit," he says. "So you may see initial lower costs, but it's a $10 billion increase in fuel costs and overhauls over the life of the fleet."

https://www.flightglobal.com/news/articles/rolls-royce-offers-br725-for-b-52-re-engine-effort-441161/

[Ace1]

[jurrien visser (JuVi op Twitter)]

Will The Air Force B-21 Raider Bring New, Next-Generation Stealth Technology?  How Much Detail Should be Public?

http://www.scout.com/military/warrior/story/1669852-how-secret-is-air-force-b-21-stealth-bomber

[Ace1]

[Ace1]

[Ace1]