US B-52 Bombers Gain Precision and Electronic Warfare Capabilities with New Radar
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Lieutenant General Andrew J. Gebara, Deputy Chief of Staff for Strategic Deterrence and Nuclear Integration in the U.S. Air Force, confirmed that the first unit of the new AN/APQ-188 radar will soon be transferred to Edwards Air Force Base to begin flight testing. He stated that the program is “turning the corner” after years of delays, budget overruns, and congressional reviews. This announcement marks a key step in the modernization effort for the B-52 Stratofortress, which is expected to remain in service through the middle of the century. Follow Army Recognition on Google News at this link
General Gebara explained that the Air Force intentionally opted for a radar based on the F/A-18’s system to limit spending, but noted that not all of the naval variant’s functions were necessary for the B-52’s missions (Picture source: US DoD)
The replacement of the original Cold War-era AN/APQ-166 radar is one of the central elements of the B-52J configuration designed to extend the aircraft’s operational life until 2050. The new system, designated the Bomber Modernized Radar System, is derived from the AESA AN/APG-79 radar used by the U.S. Navy’s F/A-18E/F Super Hornet and EA-18G Growler, with additional features from the AN/APG-82 employed on the U.S. Air Force’s F-15E and F-15EX. The Air Force intended to integrate already proven technologies to control costs while providing the B-52 with modern detection and tracking capabilities. AESA radars offer extended range, higher resolution, increased resistance to jamming, and multifunction roles that can include electronic warfare. For the Stratofortress, this means enhanced ground moving target tracking, synthetic aperture radar imaging, and the preservation of limited air-to-air capabilities.
Despite these operational objectives, the program’s timeline has repeatedly slipped. Raytheon delivered the first AN/APQ-188 almost two years ago, but flight tests originally scheduled for 2024 were postponed to Fiscal Year 2026, delaying initial operational capability to between 2028 and 2030. A Government Accountability Office report identified challenges with environmental qualification, software development, and parts procurement, while the Director of Operational Test and Evaluation highlighted difficulties integrating the radar into the aircraft’s nose section. These setbacks were accompanied by rising costs that in May triggered a Nunn-McCurdy breach, requiring formal congressional review of the program.
General Gebara explained that the Air Force intentionally opted for a radar based on the F/A-18’s system to limit spending but noted that not all of the naval variant’s functions were necessary for the B-52’s missions. Certain air-to-air features may therefore be excluded to prioritize essential functions and contain costs. This approach allows for an initial operational version with the option of adding advanced functions later if funding permits. Although a request for information was issued in March regarding potential alternatives, the Air Force has confirmed it will continue with the AN/APQ-188, as switching contractors at this stage would create further delays and additional expenses.
The radar modernization is part of a broader effort to transition the B-52H into the B-52J. The Commercial Engine Replacement Program (CERP) aims to replace the eight Pratt & Whitney TF33 engines, in service for over six decades, with Rolls-Royce F130 engines. Produced in Indianapolis, these new engines are expected to deliver up to 30 percent improved fuel efficiency, extend the bomber’s range beyond 14,000 kilometers, and increase reliability. Yet, this program has also been delayed, with operational service now expected no earlier than 2033, and full fleet re-engining unlikely before 2036.
Beyond engines and radar, Boeing is carrying out a structural and digital overhaul of the aircraft. This includes a complete internal rewiring, an updated avionics suite, a digital backbone, and new communication systems such as Link 16 and satellite navigation. The cockpit will feature modern digital displays and improved crew interfaces. Electronic defense capabilities will also be upgraded with the integration of the AN/ALQ-249(V)1 jammer. With a payload capacity of nearly 32 metric tons, the B-52J will be able to employ a broad range of munitions, including JDAM precision bombs, AGM-86 cruise missiles, nuclear weapons, and in the near future, hypersonic weapons such as the Hypersonic Attack Cruise Missile (HACM), expected to be integrated by 2027. Specialized pylons under development will allow the bomber to carry additional hypersonic missiles per sortie, and the aircraft may eventually serve as a launch platform for unmanned collaborative combat aircraft.
Although it lacks stealth and has a large radar cross-section, the Stratofortress remains intended as a long-range strike platform. Its role is not to penetrate heavily defended airspace but to operate at a distance, outside adversary air defense zones, and launch standoff weapons. Its electronic countermeasures, range, and payload capacity make it a unique “arsenal” complementing the stealth B-21 Raider, together forming the future backbone of the U.S. strategic bomber fleet.
The AN/APQ-188 radar is a critical step in the B-52’s modernization, though its entry into service has been slowed by technical challenges, budget constraints, and capability trade-offs. The upcoming flight testing will be a turning point for an aircraft that, once modernized with new engines, digital systems, and advanced weapons, could remain operational until 2055 and reach an unprecedented century of continuous service in military aviation.
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Lieutenant General Andrew J. Gebara, Deputy Chief of Staff for Strategic Deterrence and Nuclear Integration in the U.S. Air Force, confirmed that the first unit of the new AN/APQ-188 radar will soon be transferred to Edwards Air Force Base to begin flight testing. He stated that the program is “turning the corner” after years of delays, budget overruns, and congressional reviews. This announcement marks a key step in the modernization effort for the B-52 Stratofortress, which is expected to remain in service through the middle of the century. Follow Army Recognition on Google News at this link
General Gebara explained that the Air Force intentionally opted for a radar based on the F/A-18’s system to limit spending, but noted that not all of the naval variant’s functions were necessary for the B-52’s missions (Picture source: US DoD)
The replacement of the original Cold War-era AN/APQ-166 radar is one of the central elements of the B-52J configuration designed to extend the aircraft’s operational life until 2050. The new system, designated the Bomber Modernized Radar System, is derived from the AESA AN/APG-79 radar used by the U.S. Navy’s F/A-18E/F Super Hornet and EA-18G Growler, with additional features from the AN/APG-82 employed on the U.S. Air Force’s F-15E and F-15EX. The Air Force intended to integrate already proven technologies to control costs while providing the B-52 with modern detection and tracking capabilities. AESA radars offer extended range, higher resolution, increased resistance to jamming, and multifunction roles that can include electronic warfare. For the Stratofortress, this means enhanced ground moving target tracking, synthetic aperture radar imaging, and the preservation of limited air-to-air capabilities.
Despite these operational objectives, the program’s timeline has repeatedly slipped. Raytheon delivered the first AN/APQ-188 almost two years ago, but flight tests originally scheduled for 2024 were postponed to Fiscal Year 2026, delaying initial operational capability to between 2028 and 2030. A Government Accountability Office report identified challenges with environmental qualification, software development, and parts procurement, while the Director of Operational Test and Evaluation highlighted difficulties integrating the radar into the aircraft’s nose section. These setbacks were accompanied by rising costs that in May triggered a Nunn-McCurdy breach, requiring formal congressional review of the program.
General Gebara explained that the Air Force intentionally opted for a radar based on the F/A-18’s system to limit spending but noted that not all of the naval variant’s functions were necessary for the B-52’s missions. Certain air-to-air features may therefore be excluded to prioritize essential functions and contain costs. This approach allows for an initial operational version with the option of adding advanced functions later if funding permits. Although a request for information was issued in March regarding potential alternatives, the Air Force has confirmed it will continue with the AN/APQ-188, as switching contractors at this stage would create further delays and additional expenses.
The radar modernization is part of a broader effort to transition the B-52H into the B-52J. The Commercial Engine Replacement Program (CERP) aims to replace the eight Pratt & Whitney TF33 engines, in service for over six decades, with Rolls-Royce F130 engines. Produced in Indianapolis, these new engines are expected to deliver up to 30 percent improved fuel efficiency, extend the bomber’s range beyond 14,000 kilometers, and increase reliability. Yet, this program has also been delayed, with operational service now expected no earlier than 2033, and full fleet re-engining unlikely before 2036.
Beyond engines and radar, Boeing is carrying out a structural and digital overhaul of the aircraft. This includes a complete internal rewiring, an updated avionics suite, a digital backbone, and new communication systems such as Link 16 and satellite navigation. The cockpit will feature modern digital displays and improved crew interfaces. Electronic defense capabilities will also be upgraded with the integration of the AN/ALQ-249(V)1 jammer. With a payload capacity of nearly 32 metric tons, the B-52J will be able to employ a broad range of munitions, including JDAM precision bombs, AGM-86 cruise missiles, nuclear weapons, and in the near future, hypersonic weapons such as the Hypersonic Attack Cruise Missile (HACM), expected to be integrated by 2027. Specialized pylons under development will allow the bomber to carry additional hypersonic missiles per sortie, and the aircraft may eventually serve as a launch platform for unmanned collaborative combat aircraft.
Although it lacks stealth and has a large radar cross-section, the Stratofortress remains intended as a long-range strike platform. Its role is not to penetrate heavily defended airspace but to operate at a distance, outside adversary air defense zones, and launch standoff weapons. Its electronic countermeasures, range, and payload capacity make it a unique “arsenal” complementing the stealth B-21 Raider, together forming the future backbone of the U.S. strategic bomber fleet.
The AN/APQ-188 radar is a critical step in the B-52’s modernization, though its entry into service has been slowed by technical challenges, budget constraints, and capability trade-offs. The upcoming flight testing will be a turning point for an aircraft that, once modernized with new engines, digital systems, and advanced weapons, could remain operational until 2055 and reach an unprecedented century of continuous service in military aviation.
