This article is based on official announcements and press releases from La Belgique au Maroc and public data.

Morocco and Sabena Engineering Forge Strategic Defense Partnership with New Benslimane Facility

In a significant move toward industrial defense sovereignty, the Kingdom of Morocco has officially launched the construction of a major military aircraft maintenance center in Benslimane. Known as Maintenance Aero Maroc (MAM), the project is a joint venture bringing together the Belgian aerospace firm Sabena Engineering (part of Orizio Group), American defense giant Lockheed Martin, and the Moroccan state-owned MEDZ.

The new facility, situated approximately 50 kilometers from Casablanca, represents a pivotal shift in Morocco’s defense strategy. By establishing domestic capabilities for heavy maintenance and modernization, the country aims to reduce its reliance on foreign MRO (Maintenance, Repair, and Overhaul) services while positioning itself as a regional hub for military aviation support.

A State-of-the-Art Maintenance Hub

According to official project details, the Maintenance Aero Maroc center will span approximately 9,000 square meters within a dedicated aerospace industrial zone at Benslimane Airport. Construction officially commenced with a groundbreaking ceremony in October 2025, and the facility is scheduled to become fully operational in the second half of 2026.

The site is designed to handle the Royal Moroccan Air Force’s (RMAF) most critical assets. Specifically, the center will provide comprehensive maintenance, repair, and modernization services for the Lockheed Martin F-16 Fighting Falcon and the C-130 Hercules transport aircraft. Official statements indicate that the facility is built with modularity in mind, allowing for future expansion to service additional platforms, including helicopters.

Economic Impact and Workforce Development

Beyond its military utility, the project is a significant economic driver. While initial announcements highlighted the creation of over 100 skilled jobs, broader project targets aim for 300 highly skilled positions for engineers and technicians. To support this workforce, the partnership includes a strong emphasis on vocational training to ensure local staff meet the rigorous OEM (Original Equipment Manufacturer) standards required by Lockheed Martin.

Strategic Voices on the Partnership

The collaboration highlights the deepening ties between Morocco, Belgium, and the United States. Executives from the partner companies have emphasized that MAM is more than just infrastructure; it is a geopolitical and industrial milestone.

Stéphane Burton, CEO of Sabena Engineering, described the facility’s regional ambition in a statement:

“This project represents a strategic partnership for Sabena Engineering. It will become a center capable of serving other countries in the Mediterranean region. This facility is not just infrastructure, but a symbol of shared ambition and mutual trust between committed partners.”

Similarly, Ray Piselli, Vice President of International Business at Lockheed Martin, highlighted the long-term benefits of the joint venture:

“This collaboration goes beyond industrial capacity building. It creates skilled employment, supports Morocco’s industrial growth, and reinforces our partnership with Orizio Group, demonstrating that genuine cooperation delivers lasting security and shared prosperity.”

AirPro News Analysis

The establishment of Maintenance Aero Maroc signals a mature phase in Morocco’s defense industrial strategy. Historically a purchaser of defense equipment, Morocco is leveraging Law 10-20, which established the framework for domestic defense manufacturing, to become a sustainer and modernizer of its own fleet.

We observe that this move serves a dual purpose. Domestically, it ensures higher operational readiness for the RMAF by localizing critical maintenance cycles. Regionally, it positions Morocco as a potential exporter of MRO services to African and Mediterranean allies operating similar US-made platforms. With the backing of Lockheed Martin, the facility gains immediate credibility, potentially drawing business from other F-16 and C-130 operators in the region who seek alternatives to servicing aircraft in the US or Europe.

Frequently Asked Questions

When will the facility open?
Construction began in October 2025, and the center is expected to be fully operational by the second half of 2026.

What aircraft will be serviced there?
The primary focus is on the Lockheed Martin F-16 and C-130 Hercules, with potential future expansion into helicopters and other platforms.

Who are the partners involved?
The project is a partnership between the Moroccan State (via MEDZ), Sabena Engineering (Belgium), and Lockheed Martin (USA).

Sources

• BelgiqueMaroc (Social Media Summary)
• Sabena Engineering Official Announcements
• Lockheed Martin

This article is based on an official press release and company news from Boeing.

From the Boneyard to the Lab: How “Damage Inc. II” Secures the B-52’s Future

In the high-stakes world of aerospace engineering, digital models are king. Yet, for the United States Air Force’s legendary B-52 Stratofortress, the most critical tool for modernization is not a computer simulation, but a resurrected 60-year-old airframe known as “Damage Inc. II.”

According to official reports from Boeing, this retired B-52H, tail number 61-0009, has been pulled from storage to serve as a ground-based integration model. Its mission is vital: to validate the installation of new Rolls-Royce F130 engines, ensuring the bomber fleet remains operational through 2050.

The initiative is part of the Commercial Engine Replacement Program (CERP), a massive undertaking to replace the aging Pratt & Whitney TF33 engines that have powered the B-52 since the 1960s. By using a physical “test bench,” engineers can bridge the gap between modern digital design and the physical realities of a Cold War-era Commercial-Aircraft.

The Resurrection of Tail 61-0009

Built in 1961, the aircraft now known as “Damage Inc. II” served for decades before being retired to the 309th Aerospace Maintenance and Regeneration Group (AMARG), commonly known as the “Boneyard”, at Davis-Monthan Air Force Base in Arizona in 2008. For nearly 14 years, it sat in the desert sun, seemingly destined for scrap.

However, in January 2022, the aircraft began a new chapter. According to Boeing, the fuselage and left wing were separated and transported 1,400 miles to a specialized facility near Tinker Air Force Base in Oklahoma City. The right wing and tail section were sent to a separate facility in Wichita, Kansas, for structural stress testing.

Currently housed in a “high bay” integration lab, the aircraft is no longer flight-worthy but serves a higher purpose. It acts as a high-fidelity mock-up, allowing Boeing and Air Force teams to physically interact with the airframe without taking an active-duty bomber out of service.

Bridging the Digital and Physical Worlds

While modern aerospace engineering relies heavily on “Digital Twins”, exact 3D virtual replicas of aircraft, the B-52 presents a unique challenge. Every Stratofortress was hand-built in the 1960s, resulting in slight variations from one airframe to the next. Sheet metal tolerances, rivet placements, and hydraulic line routing can differ in ways that digital blueprints might not fully capture.

Validating the Rolls-Royce F130 Integration

The primary role of “Damage Inc. II” is to de-risk the integration of the new Rolls-Royce F130 engines. These modern high-bypass turbofans are larger and heavier than the original engines, requiring new pylons and nacelles. Boeing engineers use the physical airframe to perform “fit checks,” ensuring that the new components attach correctly to the wing structure.

This physical validation is crucial for identifying potential clashes between new systems and existing infrastructure, such as pneumatic ducts and electrical wiring. By discovering these issues on a ground-based model, the program avoids costly delays during the modification of the active fleet.

Human Factors and Maintenance

Beyond structural fit, the mock-up is essential for testing maintenance ergonomics. Engineers and mechanics use the rig to simulate routine repair tasks, ensuring that technicians have enough clearance for their hands and tools. This focus on maintainability is expected to significantly reduce long-term sustainment costs.

“It allows the team to verify digital designs against the real-world irregularities of a 60-year-old airframe, ensuring the new engines fit and can be maintained properly before any active aircraft are modified.”

Summary of Boeing reports

Advanced Technology Integration

The work on “Damage Inc. II” is not limited to physical hardware. Boeing is employing “mixed reality” technologies to enhance the integration process. Engineers wearing Virtual Reality (VR) headsets can stand next to the physical fuselage and see digital overlays of the new engines and subsystems. This allows them to visualize how new components will route through the old airframe in real-time.

Data gathered from these physical tests is then fed back into the program’s “Digital Thread,” updating the master blueprints for the entire fleet. This cycle of physical testing and digital updating ensures that the modification kits produced for the operational B-52s will fit with minimal adjustments.

AirPro News Analysis

The reliance on a physical mock-up like “Damage Inc. II” highlights a critical reality in defense modernization: legacy platforms cannot be treated like new builds. While digital engineering has revolutionized aircraft design, the “hand-made” nature of mid-20th-century engineering requires a tactile approach.

By investing in this ground-based test bed, the Air Force is likely saving millions in potential retrofit costs. If a design flaw were discovered only after the first active B-52 entered the modification line, the resulting fleet-wide delays could be catastrophic for strategic readiness. “Damage Inc. II” effectively serves as an insurance policy for the B-52’s longevity.

Frequently Asked Questions

What is the B-52 CERP?
The Commercial Engine Replacement Program (CERP) is an Air Force initiative to replace the B-52’s eight TF33 engines with modern Rolls-Royce F130 engines, improving fuel efficiency by 30% and extending the aircraft’s life.

Will “Damage Inc. II” ever fly again?
No. The aircraft has been partially dismantled (fuselage and left wing only) and is permanently grounded as a structural test and integration model.

Where is the aircraft located?
It is currently housed at a Boeing facility near Tinker Air Force Base in Oklahoma City, Oklahoma.

Sources

• Boeing News Now
• Rolls-Royce

This article summarizes reporting by Aviation Week. The original report is paywalled; this article summarizes publicly available elements, government documents, and public remarks.

USAF Infrastructure Plans Hint at Doubling “Doomsday” Fleet Size

The United States Air Forces appears to be laying the groundwork to significantly expand its fleet of nuclear command and control aircraft. According to reporting by Aviation Week, recently released infrastructure requirements suggest the service is planning to house up to eight E-4C Survivable Airborne Operations Center (SAOC) aircraft, double the size of the current E-4B “Nightwatch” fleet.

The revelation stems from industry day slides presented by the U.S. Army Corps of Engineers on January 22, 2026. These documents, detailing construction projects at Offutt Air Force Base in Nebraska, outline requirements for facilities capable of supporting a larger squadron than previously announced. While the official acquisition contract currently covers five aircraft, the long-term infrastructure planning points toward a strategic intent to bolster the resilience of the nation’s “Continuity of Government” mission.

Infrastructure vs. Acquisition: The Numbers Gap

There is currently a distinction between the Air Force’s contracted acquisitions and its facility planning. In April 2024, the Air Force awarded Sierra Nevada Corp (SNC) a $13 billion contract to develop the E-4C, the designated replacement for the aging E-4B fleet. That contract explicitly covers the development and modification of five aircraft: one for engineering and manufacturing development, followed by four production aircraft.

However, the new construction documents cited by Aviation Week indicate a requirement to house “six to eight E-4Cs.” The planned infrastructure improvements at Offutt AFB, the fleet’s home base, include:

• A new two-bay maintenance hangar expected to be completed around Fiscal Year 2028.
• A parking apron sized to accommodate seven E-4C aircraft simultaneously.
• Expanded support facilities designed for a larger operational squadron.

This infrastructure expansion suggests that while the initial buy is limited to five airframes, the Air Force is preparing the physical footprint necessary to support a fleet of eight in the 2030s.

The E-4C SAOC Program Status

The E-4C is based on the Boeing 747-8i, a modern commercial airframe that offers significant improvements in range, fuel efficiency, and payload capacity over the vintage 747-200s used for the current E-4B fleet. Because Boeing ended production of the 747 in 2023, SNC is acquiring used commercial airframes for modification.

According to program details, SNC has already purchased five Boeing 747-8i aircraft from Korean Air. These airframes are currently undergoing the complex modifications required to harden them against electromagnetic pulses (EMP) and nuclear effects, transforming them into mobile command posts for the President, Secretary of Defense, and Joint Chiefs of Staff.

Flight testing for the program reportedly began in August 2025, focusing on initial airworthiness and risk reduction. The fleet is expected to reach full operational capability in the early-to-mid 2030s, with infrastructure projects at Offutt AFB slated for completion between 2028 and 2030.

AirPro News Analysis: The Strategic Logic of Expansion

Expanding the “Doomsday” fleet from four to eight aircraft would address long-standing readiness challenges inherent in the current E-4B program. The existing fleet, which has been in service since the 1970s, struggles with availability rates that often hover around 60%. Maintaining a 24/7 alert posture with only four airframes creates a fragile logistical chain where a single unscheduled maintenance event can disrupt coverage.

We assess that a fleet of eight would allow for a sustainable rotation model. This would ensure that while some aircraft are in heavy maintenance or training cycles, others remain available for immediate launch to support multiple theaters simultaneously. For example, a larger fleet would allow the USAF to support the President and the Secretary of Defense in different geographic locations without depleting the alert force.

Market Constraints and Urgency

While the infrastructure plans account for eight jets, securing the additional airframes presents a unique challenge. Since the 747-8 is no longer in production, the Air Force and SNC must rely on the secondary market. Aviation Week notes that the international market for used 747-8s is “heating up,” which may create urgency if the Air Force intends to exercise options for the additional three aircraft.

SNC has stated it is “prepared to field additional aircraft” should the Air Force formalize the requirement.

The selection of SNC, a mid-tier defense manufacturer, over Boeing for this integration project marked a significant shift in defense procurement. SNC’s rapid acquisition of the initial five airframes and the commencement of flight testing within 16 months of the contract award demonstrates an aggressive push to meet the Air Force’s accelerated timelines.

Frequently Asked Questions

What is the E-4C?

The E-4C is the future Survivable Airborne Operations Center (SAOC), a militarized Boeing 747-8i designed to serve as a mobile command post during national emergencies, including nuclear war.

How many E-4Cs will be built?

The current contract with Sierra Nevada Corp covers five aircraft. However, infrastructure plans at Offutt AFB suggest the Air Force is preparing for a fleet of up to eight.

When will the E-4C enter service?

The fleet is expected to reach full operational capability in the early-to-mid 2030s, with infrastructure completion targeted for 2028–2030.

Sources: Aviation Week, US Army Corps of Engineers, Sierra Nevada Corp