Before the liberation of Afghanistan from the Taliban, a
U.S. Air Force staff sergeant found himself pinned down by Taliban fighters.
Acting as a forward observer, the sergeant had come under fire. He was sure he
would die unless he could get help quickly.
The sergeant called for any aircraft in the area that could
help him. A B-52 bomber, equipped with a wind-corrected munitions dispenser
(WCMD), swooped in and provided the sergeant with the cover he needed to
escape.
Dean Morris, the Air Force B-52 System Program Office,
program management division chief, tells this story to illustrate how the role
of the B-52 aircraft has changed. As the B-52 undergoes avionics and weapons
performance upgrades, it continues to take on roles traditionally fulfilled by
fighter aircraft. Fighters, however, carry fewer weapons and require refueling
with greater frequency than the B-52. These abilities are very much on the
minds of Air Force leaders as the bomber receives additional smart weapons to
augment those it already has, like the WCMD.
Avionics
To keep the B-52 flying, however, the aircraft needed a
number of prompt upgrades to its avionics systems. Morris said that the B-52
inertial navigation system appeared ready for obsolesce around 2005 when the
decision was made in the mid-1990s to keep the aircraft in inventory until
2040. Thus, the Air Force developed the B-52 Avionics Midlife Improvement (AMI)
program, a $260 million modification program designed to replace the key
avionics system of the aircraft.
“This program replaces the inertial navigation system, the
avionics control units and the data transfer system,” Morris said. “Those three
systems make up the offensive avionics system of the plane.”
In December of 1999 the Air Force awarded the AMI contract
to The Boeing Co., which built the B-52 in its facility in Wichita, KS. The new
avionics will undergo testing through the end of 2003, enter production in 2004
and then start fielding in 2005. If all goes well, all B-52 aircraft will
receive the new systems by 2007.
In April and May of this year, AMI passed two key tests as
the two B-52 test aircraft flew out of Edwards Air Force Base, CA. One test
verified the navigation system’s ability to fly near the North Pole while
recognizing skewed magnetic lines. The second test ensured the aircraft’s
navigation system could handle multiple crossings of the equator and
inter-national dateline.
“There’s little doubt that the replacement will work,”
Morris said. “It’s just a matter of how many tweaks we have to do between now
and when we start fielding it on 93 or 94 airplanes.”
As part of the avionics upgrade, the Air Force is rewriting
all of the software that powers the B-52’s computers. The software, which
consists of about 260,000 lines of code, is being rewritten from an old
language called JOVIAL to a new one, ADA, which is modular and easy to adapt.
Weapons
“There are two aspects to integrating weapons,” explained
Dean Price, the Air Force B-52 system program office, program management division,
weapons, communication and navigation team lead. “One is the physical
carriage-and-release system. The second is that smart weapons need target data
passed to them, so we also have to work the software and the electronic
interface.”
The B-52 must still carry the full Air Force complement of
dumb bombs, which do not require reprogramming in flight. However, future
weapons systems focus on smart weapons. Smart weapons require the B-52 to
undergo minor physical modifications and extensive software modifications.
“We use a modular concept to integrate weapons called stores
management overlay [SMO],” Price said. “That is a software module that
interfaces with the weapons software and the aircraft flight management system
and the offensive avionics system. For each weapon that we integrate, our prime
integrator Boeing tailors an SMO to that particular weapon.”
In the last four years, four of these smart weapons have
been integrated into the B-52: the WCMD, the joint direct attack munition
(JDAM), the joint standoff weapon (JSW), and the joint air-to-surface standoff
missile (JASSM). All are certified except the JASSM, which is still undergoing
operational testing.
Price said that the Air Force would like to create the
capability to carry these smart weapons externally and internally on the B-52.
Currently, the aircraft can only carry these weapons externally on pylons. Air
Combat Command (ACC) would like to incorporate the weapons into the bomb bay
but has not committed the funding to do so yet.
“The real benefit of that is that it would increase our
smart weapons carriage capability anywhere from two-thirds to 100 percent,”
said John Kegley, a representative from Boeing’s bomber business development.
The Air Force is also working on extended range versions of
the WCMD and JASSM weapons, which it expects to incorporate into the B-52
around 2009. All smart weapons must comply with MIL-STD-1760, which stipulates
how to manufacture weapons for use across the joint services. The services are
no longer interested in spending a lot of money on a weapon that they cannot
adapt for use on other aircraft, Price said. Indeed, several of the smart
weapons placed on the B-52 recently were originally outfitted on Navy jets.
This standardization has also enabled accelerated testing
and deployment of weapon systems in some cases. To support B-52 weapons systems
in Operation Iraqi Freedom, ACC requested the addition of the Litening II
targeting pod to B-52 aircraft. Originally, a test of the addition of the pod
was not scheduled until June. The B-52 program, based at Tinker Air Force Base,
OK, fielded the system in about 120 days, and the B-52 flew in Iraq with it in
March.
The Litening II is the predecessor of a more advanced system
that the Air Force will place on all B-52 aircraft. The system enables the B-52
to launch laser-guided munitions, which hit targets with extreme accuracy. It
eliminates some possibility for human error because its laser determines the
correct global positioning system coordinates for a weapon’s destination and
feeds that to the munition without the need for a person to enter the
coordinates.
“Last summer, we got a request from ACC to carry a
laser-guided bomb,” Price said. “We had never carried one before. It was
another one of those quick-response things. We have responded to a lot of those
since 9/11 and the war on terrorism.”
The B-52 thus tested the guided bomb unit (GBU)-12 on March
28 in conjunction with the Litening II targeting pod. Historically, only
fighter jets have carried laser-guided bombs. However, the B-52 can carry the
bombs internally and externally and carry the capacity of six or more fighters,
Morris said. A bomber like the B-52 can loiter at a high altitude and stay on
station longer than a fighter. As such, it can stay in the immediate area and
engage emerging threats, whereas fighters typically have enough fuel to fly to
their targets and back. The B-52 demonstrated that capability on April 7 when
it targeted the Baghdad airport during Operation Iraqi Freedom.
The B-52 will also receive the miniature air launched decoy
(MALD), which is an unmanned aerial vehicle that can fool enemy detection
systems into believing it is a full-sized aircraft. MALD, developed by Northrop
Grumman, augments the B-52’s radar capabilities while confusing enemy radar
systems. The Air Force plans to field it on the B-52 in 2007.
Power Pods
Eight Pratt & Whitney TF-33 engines currently power the
B-52. These engines have been on the plane for a long time, and they are
nowhere near as efficient as modern engines.
“These [engines] were put on in 1962, so you can imagine how
they suck fuel,” Morris said. “It’s like taking your 1962 car and comparing it
to a 2002 car. Obviously, these things are harder to maintain. The maintenance
cost of them has gone up over the years, and they suck fuel pretty quickly.”
Boeing is near the end of a six-month study to examine the
possibility of replacing the TF-33 engines with four modern commercial
high-bypass engines. In recent years, the Air Force had determined that budget constraints
made it impossible to replace the engines on the B-52 due to the enormous
investment costs of purchasing and replacing engines for the aircraft. With the
aircraft likely to retire in 2040, the investment still seems risky.
But the Boeing study is examining an alternative that may
yet work. Under the Energy Savings Performance Contract (ESPC), Boeing is
examining the performance and capabilities of three engines, manufactured by
Pratt & Whitney, Rolls-Royce and General Electric, to determine if the Air
Force could afford one of the options under a unique financing arrangement.
ESPC requires funding from a third-party financier, who
loans the money to a contractor. In this case, financial services firm Hannon
Armstrong is working with Boeing to see if the Air Force could use cost savings
derived from the efficiencies of new engines to pay back the considerable loan
amount over the life of the aircraft.
In this scenario, “Boeing has borrowed money and made this
huge investment. How do they get paid back?” Morris said. “You are talking
about over a billion dollars that needs to be paid back. For the next 25 years,
the Air Force would have paid higher fuel costs and higher maintenance costs on
the old engines than what these new engines would take. The Air Force takes the
money it would have paid on fuel and maintenance for the old engines and gives
that money to Boeing every year.”
Congress authorized the Boeing ESPC study, and it must
examine the results of the study to determine if it will change the law to
permit ESPC to apply to the B-52. By law, ESPC is authorized for use on large
stationary structures, such as buildings that require upgrades because they
generate too much pollution or require too much oil. Congress authorized ESPC
to apply to these structures only; thus, Congress must revisit the law to allow
the Air Force to use ESPC for the B-52. The aircraft would become the first
mobile asset to use ESPC, said Scot Oathaut, Boeing bomber program manager.
“We have to prove the savings by doing engineering analysis
and providing some real hard data to document that,” Oathaut said. “That is
really what the study is to do is to take all three manufacturers’ potential
engines and analyze how they would fit under the wing of the B-52 physically,
mechanically, thrustwise and then evaluate how they would fit in an ESPC
program. You have 25 years to make the payback, so every dollar has to come out
of the operational and maintenance budget for the B-52 for that 25 years or the
program is a no-go.”
Oathaut stresses that ESPC is not a lease program. Boeing
transfers ownership of the B-52 and its new engines completely to the Air Force
as soon as it takes delivery of the aircraft. Should the financing approach
prove successful, the B-52 gains a new engine with significant improved combat
capability in terms of range, loiter time, and reduced operations and
maintenance costs, Boeing’s Kegley said.
Electronic Warfare
The Air Force is taking a “system of systems” approach to
outfitting the B-52. Essentially, the bomber must interface seamlessly with
other Air Force aircraft while demonstrating advanced interoperability with
other weapons throughout the DoD.
Currently, the Navy supports the other services by providing
a jamming capability in the EA-6B Prowler. The Navy is slated to cease that
support in 2008, leaving the Air Force to develop its own solution. The Navy
will retire the EA-6B Prowler this decade, replacing it with the EA-18G Growler
for a standoff jamming role, while the Air Force is adapting the B-52 for
electronic warfare operations. Thus, the Air Force has initiated the B-52
Electronic Countermeasures Improvement (ECMI) program.
ECMI replaces the twin scopes of the ALQ-172 electronic
countermeasures system with one scope that provides an electronic warfare
officer with information on a threat.
“You can load this thing up with every threat known to man
that the enemy has and you can fly,” Oathaut said. “The system can recognize
that threat because you loaded the particular parameters on that threat into
the system. It points at those threats and jams them, which allow aircraft to
get in and out safely.”
The new system supports in-flight programming, which the old
system could not. Once a B-52 crewmember can identify a threat, they can load
information about it into the electronic countermeasures system. The system is
faster and has much more memory than its predecessor. The standoff jamming
capability allows the B-52 to take the Air Force lead in the U.S. Integrated
Air Defense System, enabling the bomber to provide cover for other aircraft by
jamming enemy detection systems.
A highly accurate receiving system coordinates the onboard jamming
system. Boeing is upgrading the receiver through the Situation Awareness
Defensive Improvement (SADI) program. SADI replaces the ALR-20A Electronic
Countermeasures Receiver System and the ALR-46 radar warning receiver on the
B-52.
There are two interlocking parts to the B-52’s future
electronic warfare capabilities, Oathaut said. “SADI is the receiver. It’s the
eyes and ears. The other half of that is the airborne electronic attack, or
AEA, portion. We are putting a pod out where the fuel tip tank is. It’s
actually the pod that hangs out toward the end of the wing. We are replacing it
with a 30-foot pod filled with jamming antennas, highly accurate antennas. We
can standoff and very accurately protect other aircraft in the theater.”
The Air Force plans to boost the network-centric warfare
capabilities of the B-52 with a $500-million program called Control
Objectives for Net Centric Technology (CONeCT). CONeCT adds a client-server
interface to the jet at all of its stations. CONeCT uses high-speed data
antennas to send messages anywhere in the world. CONeCT can also receive
commands. For example, it could retarget the B-52 weapon systems from outside
instructions. No one has to input the coordinates of a target under these
circumstances; rather, CONeCT receives new targets and automatically directs
the fire of a JDAM weapon.
“You are expanding some of the roles because you are not a
traditional bomber,” Oathaut said. “You are now part of a network of assets in
the Air Force and DoD, where you are sensing and sending data back to other
people. You are almost an integrated solution on the battlefield. That is where
the Air Force is really trying to drive this: the integrated battlefield. If
you are not part of that battlefield, you are not going to play.”