Defense & Military
Boeing and USAF Modernize B-52 with Digital Test Bed and Upgrades
Boeing and the U.S. Air Force use a decommissioned B-52H as a digital test bed to integrate new engines and radar, extending fleet life to 2050.
This article is based on an official press release from Boeing, supplemented by industry research.
The U.S. Air Force and Boeing are currently executing the largest modernization program in the history of the B-52 Stratofortress, aiming to keep the Cold War-era bomber operational until 2050 and beyond. According to an official Boeing release, achieving this monumental task without depleting the active military fleet of 76 aircraft required an unconventional solution: resurrecting a decommissioned bomber from the Arizona desert.
The aircraft, a B-52H nicknamed “Damage Inc. II,” now serves as a critical physical and digital test bed at Boeing’s High Bay Facility in Oklahoma City. By utilizing this grounded airframe, engineers are successfully bridging the gap between 1960s analog blueprints and modern cloud-based digital engineering.
As we observe ongoing flight tests in early 2026, the lessons learned from this unique test bed are directly informing the integration of new engines and advanced radar systems. This approach ensures that the transition to the newly designated B-52J “Centuryfortress” remains efficient, safe, and cost-effective.
Resurrecting “Damage Inc. II”
A 1,400-Mile Journey from the Boneyard
The B-52 fleet, originally built between 1961 and 1962, remains a vital component of American strategic deterrence. To test modern upgrades without grounding active bombers, the Air Force turned to the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan Air Force Base in Arizona, commonly known as the “Boneyard.” While most aircraft stored in this dry desert climate are cannibalized for parts, the Air Force has occasionally resurrected airframes for active duty or specialized testing.
According to Boeing’s project data, tail number 61-0009,”Damage Inc. II”,was selected for this unique mission. After serving actively from 1961 until its retirement in September 2008, the aircraft was disassembled in 2021 rather than being restored for flight. Its 160-foot-long fuselage and left wing embarked on a massive 1,400-mile road trip across the country, arriving at Boeing’s facility near Tinker Air Force Base in January 2022.
The Digital Test Bed Concept
Bridging Analog Blueprints and Digital Models
The Air Force is employing an “eSeries” approach for the B-52’s modernization, meaning systems are designed and tested in a cloud-based virtual environment before physical manufacturing begins. However, applying 21st-century digital models to a 60-year-old airframe presents distinct engineering challenges.
“Damage Inc. II” functions as a physical anchor for this digital engineering. Boeing engineers scan and measure the actual aircraft to verify that 3D digital models align perfectly with reality. This process has already proven invaluable in identifying discrepancies between the physical aircraft and its original 1960s analog drawings.
“You have to know what you don’t know. We found that the fastener holes in the skin common to the attach-stringer were not as per the drawings, which could have led to major repair issues,” stated Chris Tribou, Boeing B-52 CERP Manufacturing Engineer, in the company release.
Discovering these misalignments on a test bed rather than an active fleet bomber prevents significant manufacturing delays and costly structural repairs that would otherwise disrupt fleet readiness.
Powering the “Centuryfortress”
Engines and Radar Upgrades
The primary focus of the Oklahoma City test bed is the integration of two massive upgrades that will eventually transition the fleet to the B-52J designation. The first is the Commercial Engine Replacement Program (CERP), which will replace the aircraft’s Pratt & Whitney TF33 engines, a model that has been out of production since 1985.
Based on Boeing’s specifications, the new Rolls-Royce F130 commercial engines will increase fuel efficiency by 30 percent, save 5,400 pounds of weight per aircraft, and eliminate the need for engine overhauls for the remainder of the bomber’s lifespan.
Concurrently, the Radar Modernization Program (RMP) is replacing the bomber’s obsolete analog radar with a new Raytheon Active Electronically Scanned Array (AESA) system (AN/APQ-188). This upgrade provides advanced, all-weather navigation and targeting capabilities comparable to those used in modern fighter jets.
Cost Efficiency and Future Readiness
Accelerating Integration
Utilizing a decommissioned mock-up offers substantial cost savings compared to conducting traditional flight testing for every design iteration. It also preserves the readiness of the Air Force’s limited 76-aircraft fleet, ensuring no active bombers are pulled from service for structural integration tests.
“As new weapons are developed and come on hand, we can use it to see how the weapons attach, what needs to change, and if they fit on the aircraft… This is an asset that will help us integrate different items onto the aircraft quicker. An additional benefit is the cost to maintain a mock-up is fairly low,” noted Col. Louis Ruscetta, B-52 Senior Materiel Leader with the Air Force Bombers Directorate.
Boeing officials echo this sentiment, emphasizing the facility’s foundational role in the program’s ongoing development.
“We would not be able to learn and grow as a program without the B-52 High Bay,” said Jagbir Singh, Boeing B-52 CERP Program Director.
Recent Developments and 2026 Outlook
Moving from Ground to Sky
The digital and physical groundwork laid by “Damage Inc. II” is now translating into active flight testing. In December 2025, a B-52 equipped with the new AESA radar successfully completed a highly anticipated test flight from Boeing’s San Antonio facility to Edwards Air Force Base in California.
Throughout 2026, ground and flight testing of both the new radar and engine configurations will continue. These tests are crucial for meeting the Air Force’s strict requirements ahead of a final production decision anticipated later this year. The structural and digital lessons learned from the Oklahoma City test bed continue to directly inform these live flight tests.
AirPro News analysis
At AirPro News, we view the B-52 modernization program as a masterclass in aerospace lifecycle extension. The juxtaposition of a Cold War-era airframe being upgraded via cloud-based digital engineering, 3D printing, and AI-assisted modeling highlights a pragmatic shift in defense procurement. By investing in a physical test bed like “Damage Inc. II,” the Air Force and Boeing are actively mitigating the high risks associated with integrating 21st-century technology into mid-20th-century architecture. This strategy not only protects the operational readiness of the current fleet but also sets a vital precedent for how legacy military aircraft assets can be cost-effectively sustained well into the future.
Frequently Asked Questions (FAQ)
What is “Damage Inc. II”?
It is a decommissioned B-52H bomber (tail number 61-0009) that was resurrected from the Arizona “Boneyard” and transported to Oklahoma City to serve as a physical and digital test bed for modernization programs.
Why is the B-52 being upgraded?
The U.S. Air Force is upgrading the B-52 with new engines and radar systems to keep the fleet operational until 2050 and beyond. Once upgraded, the aircraft will be redesignated as the B-52J “Centuryfortress.”
What are the main upgrades being tested?
The two primary upgrades are the Commercial Engine Replacement Program (CERP), which installs modern Rolls-Royce F130 engines, and the Radar Modernization Program (RMP), which adds a new Raytheon AESA radar system.
Sources: Boeing BNN Press Release
Photo Credit: Boeing
Defense & Military
NSPA Issues RFP for NATO Next Generation Rotorcraft Program
NSPA formally launches the NGRC Concept Design RFP, with four manufacturers competing for a six-nation helicopter replacement program.
The NATO Support and Procurement Agency (NSPA) has formally issued a Request for Proposal for the Concept Design phase of the Next Generation Rotorcraft Capability program, advancing a six-nation effort to replace aging medium multi-role Helicopters fleets.
Announced in a press release on August 10, 2026, the procurement targets a service entry between 2035 and 2040. The NSPA is managing the process on behalf of Canada, France, Germany, Italy, the Netherlands, and the United Kingdom. Four pre-qualified Manufacturers will compete in this phase: Airbus Helicopters, Leonardo Helicopters, The Boeing Company, and Sikorsky.
Advancing the concept design phase
The Request for Proposal (RFP) officially opened on July 31, 2026, and requires the four bidders to submit their concept design proposals by August 31, 2027, at 12:00 Paris Time. Under the procurement guidelines, each manufacturer can propose a maximum of two concept design solutions.
Maxime Martinez, Principal Procurement Officer for the Next Generation Rotorcraft Capability (NGRC) Programme at NSPA, confirmed the launch of the new phase.
I am pleased to announce that the NATO Support and Procurement Agency (NSPA) has launched the next phase of the Next Generation Rotorcraft Capability (NGRC) Programme: a formal Request for Proposals (RFP) to qualified bidders linked to the competition for the Concept Design phase of NGRC.
The NSPA is utilizing a procurement mechanism called Acquisition by Qualified Options. This framework allows the participating nations to evaluate digital trials within an in-house modeling and simulation environment before committing to physical prototypes. The agency plans to complete the bid evaluation process by the end of 2027, at which point it will deliver an evaluation summary report to the participating nations.
Industry positioning and proposals
The four pre-qualified bidders, selected following a Pre-Qualification Assessment that closed in October 2025, have already begun positioning their offerings for the multi-national replacement program.
In February 2026, Airbus Helicopters revealed two distinct concepts for the NGRC study. The European manufacturer is developing both a high-performance conventional helicopter and a high-speed compound rotorcraft that leverages technology from its Racer demonstrator program. Sikorsky, a Lockheed Martin company, announced in July 2026 that it would establish helicopter production facilities in Europe if the partner nations select its proposal.
The NSPA is encouraging broader industry participation through the primary bidders rather than direct submissions. Martinez stated that potential suppliers, technology providers, and industrial partners should engage directly with Airbus Helicopters, The Boeing Company, Leonardo Helicopters, or Sikorsky to contribute to the program.
AirPro News analysis
We view the NSPA decision to utilize the Acquisition by Qualified Options mechanism as a critical step in mitigating the technical and financial risks historically associated with clean-sheet rotorcraft development. By mandating digital trials in a simulated environment before advancing to physical prototypes, the participating nations can rigorously evaluate the aerodynamic and operational viability of complex designs, such as the compound concept proposed by Airbus Helicopters.
Sikorsky’s preemptive commitment to European production highlights the intense political and economic stakes of the NGRC program. With five European nations and Canada funding the development, North American bidders like Sikorsky and The Boeing Company will likely need to guarantee substantial industrial offsets and local manufacturing to remain competitive against indigenous European prime contractors like Airbus and Leonardo. The requirement for up to two concepts per bidder also provides the NSPA with a broad spectrum of conventional and advanced high-speed rotorcraft options to evaluate against the harmonized operational baseline.
Photo Credit: Airbus
Defense & Military
HAL and Safran Sign Aravalli Engine Co-Development Contract
HAL and Safran finalize the Aravalli engine contract via SAFHAL JV to power India’s IMRH and DBMRH helicopters by 2032-2033.
Hindustan Aeronautics Limited (HAL) and Safran Helicopter Engines have finalized a contract to co-develop the new-generation Aravalli engine, marking a definitive shift in Indian aerospace manufacturing from licensed production to indigenous propulsion design.
The agreement, signed on August 26, 2026, in Bengaluru, India, formalizes the design, development, manufacture, and lifecycle support of the engine through SAFHAL Helicopter Engines Pvt. Ltd. SAFHAL is a 50:50 joint venture between the two aerospace manufacturers. The Aravalli engine is slated to power India’s future 13-ton Indian Multi-Role Helicopter (IMRH) and its naval variant, the Deck-Based Multi-Role Helicopter (DBMRH).
Technical specifications and manufacturing
The Aravalli engine will operate in the 3,500 to 4,000 shaft horsepower (shp) class. Under the terms of the agreement, HAL will gain access to core engine technologies, including the high-pressure compressor, power turbine, and accessory gearbox. This technology transfer is designed to build domestic intellectual property and expertise in high-power engine design.
Manufacturing operations for the Aravalli program will be based at HAL’s facility in Tumakuru, Karnataka. Safran Helicopter Engines Chief Executive Officer Cédric Goubet noted the precedent set by the agreement in a press release issued by HAL.
“This is the first time Safran HE has taken up such a class of engine as co-development. The Aravalli engine programme represents a new chapter in the strategic relationship between France and India, combining the expertise of our teams to develop propulsion systems for future Indian rotorcraft.”
Development timeline and strategic shift
The final contract follows a multi-year negotiation and planning phase. HAL and Safran initially signed a Memorandum of Understanding for the project in July 2022, followed by detailed workshare discussions at Aero India in February 2023. The companies executed an airframer contract on August 30, 2024, to commence joint design work.
The design and development phase is targeted for completion between 2032 and 2033. Once operational, the IMRH platform is intended to replace the Indian Air Force’s aging fleet of Mil Mi-17 Helicopters. HAL Chairman and Managing Director Ravi K emphasized the domestic industrial impact of the program.
“The signing of this contract marks a significant step forward in India’s pursuit of self-reliance in aero-engine technologies. Through this collaborative programme with SAFHAL and Safran Helicopter Engines, we are creating a strong foundation for powering next-generation Indian helicopter platforms.”
AirPro News analysis
The Aravalli engine contract represents a critical maturation point for India’s defense aviation sector. Historically, Indian aerospace manufacturing has relied heavily on licensed production of foreign designs, which limits domestic engineering capability and intellectual property ownership. By securing a 50:50 co-development structure that includes core engine components like the high-pressure compressor and power turbine, we view this agreement as a foundational step toward true Propulsion independence for the Indian military. If the 2032 to 2033 development timeline holds, HAL will be positioned not just as an assembler, but as a primary original equipment Manufacturers (OEMs) for high-power rotorcraft engines.
Sources: Hindustan Aeronautics Limited
Photo Credit: Hindustan Aeronautics Limited
Defense & Military
Raytheon Wins $603M Contract for B-52H Radar Modernization
Raytheon secures $603M USAF contract to produce the AN/APQ-188 AESA radar for the B-52H fleet under the B-52 Radar Modernization Program.
This is a developing story. Information may change as official details are released.
Raytheon has secured a $603,000,000 sole-source contract from the U.S. Air Force (USAF) to produce and sustain the new AN/APQ-188 radar for the Boeing B-52H Stratofortress fleet, advancing a critical modernization effort despite the recent loss of the program’s primary test aircraft.
The U.S. Department of Defense announced the indefinite-delivery/indefinite-quantity (IDIQ) contract on August 25, 2026, following the official award on August 21, 2026. The agreement establishes the ceiling value for the production phase of the B-52 Radar Modernization Program (RMP). The Air Force Life Cycle Management Center (AFLCMC) at Wright-Patterson Air Force Base (FFO) in Ohio is the contracting activity, obligating $46,008,396 in fiscal 2026 aircraft procurement funds with the initial delivery order.
Upgrading the B-52 radar capabilities
The RMP replaces the bomber’s 1960s-era mechanically scanned AN/APQ-166 radar with the Raytheon AN/APQ-188, an Active Electronically Scanned Array (AESA) system. The new Radar-Systems is a derivative of the AN/APG-79 used on the F/A-18 and forms a cornerstone of the broader B-52J upgrade package designed to keep the fleet operational into the 2050s.
According to the Department of Defense, Raytheon will perform the contract work across multiple facilities, including Forrest, Mississippi; El Segundo, California; McKinney, Texas; and Warner Robins, Georgia. The contract is expected to be completed by August 20, 2031.
Program continuity following testbed loss
The production contract award follows a major setback for the RMP during the flight testing phase. On June 15, 2026, the sole B-52 radar testbed aircraft crashed shortly after takeoff at Edwards Air Force Base (EDW) in California. The USAF confirmed the accident resulted in the deaths of all eight crew members on board, which included military personnel, government civilians, and contractors. The official cause of the accident remains under Investigation by the USAF.
Despite the loss of the initial testbed, military officials have confirmed the modernization program will proceed. According to reporting by DefenseScoop, Col. Spencer Turner, the B-52 System Program Manager, stated that the original acquisition strategy always included two test aircraft.
Turner confirmed that work on the second aircraft is actively underway at The Boeing Company facility in San Antonio, Texas. He noted that the service expects to “complete the full modification and put the full radar suite onto the aircraft this year and proceed with testing.” Following the June 15, 2026 accident, the active USAF fleet stands at 75 B-52H bombers.
AirPro News analysis
The decision to award a $603,000,000 production contract just two months after the loss of the primary testbed underscores the firm commitment of the USAF to the B-52J upgrade timeline. Because the AN/APQ-188 is heavily derived from an existing, mature AESA system, the service likely views the radar technology itself as low-risk, separating the radar’s production readiness from the ongoing investigation into the June 15 accident. We note that delaying the production contract until a second testbed completes flight trials would have likely pushed the B-52J initial operational capability timeline to the right, a delay the USAF appears unwilling to accept as it plans to operate the airframe for another three decades.
Sources: U.S. Department of Defense
Photo Credit: US Air Force
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