Jan Tegler is writer/author from Severna Park, MD. His work appears in a variety of international publications on subjects ranging from military affairs and aviation to business and finance, motorsports, wrist watches and automotive reviews for magazines including National Defense Magazine, Flight Journal, The War Zone, Farm Journal, AgWeb, AutoWeek, Hemispheres and International Watch. He is the author of the book Boeing’s Brilliant Bomber – The B-47 Stratojet from McGraw-Hill and acts as a regular host on two syndicated radio programs, Jazz Straight Ahead and Capital Conversation.
You can contact Jan by sending an email to wingsorb at his full name .com (the same website you are currently viewing; email address is obfuscated to prevent spam).
hi Jan..I’ve been talking with Eric tryingto keep track of Dave Tucker Dates..but want to convey how much I’m enjoying your B-47 book(got it from the library)!!hope to see you at the next show!!
Hi George,
Thanks very much for you kind words. I’m glad you’re enjoying the book!
Eric and I have talked with Dave about the concert at the church. He says the date still hasn’t been set yet. I’ll let you know as soon as I hear!
Cheers,
Jan
Hi Jan, I enjoyed your article in Aerospace America on re-engining the BUFF and was hoping you could indulge me by considering a couple of probably stupid questions. First, why can’t we sling two fuel efficient hi-bypass turbofans like the GEnx-1b used on the 787 under the wings instead of re-upping for 8 underpowered engines? Second, could the BUFF be turned into a truly ageless aircraft by replacing the structural elements to address metal fatigue (e.g. completely rebuilding the wings)? I’ll bet it would still be cheaper than procuring an overpriced, underperforming, behind schedule replacement. Forgive the cynicism, but it’s well founded given the history of US military procurement. Thanks!
Hi Dan,
Thanks for reading the article and your questions. In answer to your first question, as it says in the article, changing the number/configuration of the B-52’s engines would have ripple effects for the airframe. Aerodynamics in particular would be affected, requiring expensive changes to the BUFF’s wing struts, tail, wing control surfaces, etc. Large, modern high by-pass turbofans would significantly change the handling characteristics of the B-52. They would also alter the aerodynamics which affect weapons-release envelopes and employment. Structurally, adding new engines like those you describe would essentially require new, redesigned wings to cope with the power, weight and aerodynamic profile of those very large engines Boeing tells me. Finally, like the bizjet/regional airliner engines the engine manufacturers are proposing, large, high-bypass turbofans would have to be nuclear-hardened.
As to the second question, Boeing tells me much of the structure of the B-52Hs currently in-service is routinely inspected and its condition is well known. There are a few areas which are very difficult to inspect Boeing says but overall the airframes are in pretty good shape. Replacing any significant structural elements on the B-52 would have a ripple effect as well. Replacement of structure in one area would likely mean replacing structure impacted by the new material. That’s a cascading process that Boeing says could lead to rebuilding entire aircraft.
Given all of the foregoing Boeing and the Air Force say that re-engining the B-52H with more fuel efficient engines of a similar size and power is the least complex, most cost effective solution.
Hope that answers your questions.
Jan
Hi Jan, thanks so much for your response. I couldn’t ask for a better explanation about the BUFF’s new engines. Regarding rebuilding the aircraft, that is exactly what I’m proposing. Keep it evergreen by replacing it entirely, frame by frame, spar by spar, rivet by rivet, while keeping it updated with the latest radar, sensors networking etc. As ridiculous as that may sound, the alternative is an overly complex, years-behind-schedule nightmare with a price tag comparable to the B21. Mark my words.
Jan, you have a new reader and fan – just asked for your B47 book for christmas (and you are a watch enthusiast, where have you been all my life).
I was worked with G.E. aviation in Evendale for years and wanted to ask:
1. Some time after September 11th, 2001, I was at a lunch with David Calhoun, then CEO of Aviation. He told me then that “the next year would be a revolution in aviation, both in manufacturing and in commercial flying.” I don’t think either have ever truly recovered. Your thoughts please?
2. I have to ask, as I now have incredibly curious children, one of whom cited your compelling article of November of last year – your back-to-the-wall opinion on the Nimitz/“gimbal” event(s), if you’d be so kind?
Thank you kindly
Hi Hap,
Thanks for you kind words. I hope you enjoy “Boeing’s Brilliant Bomber”. I enjoyed writing it and interviewing a wide range of B-47 pilots and engineers, many of whom are sadly no longer with us.
In answer to your first question, I’d say it’s a mixed bag. Up until last March when Covid-19 arrived, commercial aviation manufacturing in the U.S. was doing well with a healthy demand forecast for the next decade. Boeing’s tribulations with the 737 Max had clouded its prospects a bit on the commercial side but like rival Airbus, it had a healthy order book. Now the situation is tough for both makers and the airline business is in a world of hurt. Defense aviation production has been up and down over the last 20 years with a marked decline 12 years ago and a lack of investment/re-capitalization which America’s armed forces have been trying to play catch-up on for the last 3-4 years. Investment has been higher over the recent period but still lags behind what’s needed to appropriately equip the USAF/USN/USA/USMC. And there’s a real need to smartly, cost-effectively bring in new technology. Unfortunately defense appropriations going forward look flat at best. That may cost this country dearly in the long run.
Business and general aviation have been up and down as well with business rebounding over the last four years of economic growth. Interestingly, the long range, large cabin bizjet segment which sailed through the Great Recession of 2008-2015 insulated by the significant wealth of corporate and personal aircraft owners/lessors, is now suffering. Despite the continuing prosperity of many of those in that economic segment, Covid travel restrictions internationally have kept the big bizjets largely grounded. Mid-size business aircraft are seeing some rebound in demand however as domestic business travel is on the rise. General aviation sales and activity have been off in 2020 too but not as much as you might imagine. Personal flying has gained appeal for many who’d rather not mingle with crowds in airports.
So have we ever recovered from 9/11? Yes and no.
On your second question, the Nimitz-gimball events… I don’t dismiss the possibility that there is intelligent life somewhere else in the vast universe. But the publicized events of the early 2000s and particularly those reported with great fervor by the media last year likely have their origin in earthly realms, particularly those associated with EW or electronic warfare. There’s intense work going on here and abroad in that field, most of which is highly classified. I’m pretty confident that much of what has been described – or cynically exaggerated in some cases – stems to a significant degree from electronic warfare testing – not UFOs in the traditional sense of the term.
I hope that adds a little insight. Thanks for being a fan and I hope you enjoy my future work.
Best,
Jan