USAF MC-130J Amphib Aircraft Is Coming . . . later this year.
From US Defense News – January 16, 2022
The C-130J is an incredibly versatile aircraft, and since its creation, it’s landed on rough fields, in arctic locations, and even an aircraft carrier.
Yet, it cannot land on water, which covers about 71% of the planet. As national strategic objectives shift focus to littoral regions, Air Force Special Operations Command (AFSOC) is advancing new approaches to expand the multi-mission platform’s runway independence and expeditionary capacity. In partnership with the Air Force Research Lab’s Strategic Development Planning and Experimentation (AFRL-SDPE) directorate,AFSOC is developing an MC-130J Commando II Amphibious Capability (MAC) to improve the platform’s support of seaborne special operations.
“The development of the MAC capability is the culmination of multiple lines of effort,” said Lt Col Josh Trantham, AFSOC Science, Systems, Technology, & Innovation (SST&I) Deputy Division Chief. “This capability allows the Air Force to increase placement and access for infiltration, exfiltration, and personnel recovery, as well as providing enhanced logistical capabilities for future competition and conflict.”
The development of a removable amphibious float modification for an MC-130J would enable “runway independent” operations, which, according to Trantham, would extend the global reach and survivability of the aircraft and Air Commandos. “Seaborne operations offer nearly unlimited water landing zones providing significant flexibility for the Joint Force,” Trantham said.
You can watch it right here, there is no need to leave the page for YouTube. Please try and tolerate the automated voice-over used by US Defense News. The content is worth overlooking the computerized voice. The following video is 8 minutes long.
The McDonnell Douglas X-36 Tailless Fighter Agility Research Aircraft was built in the late ‘90s in collaboration with NASA with the objective to reduce weight and drag while increasing range, maneuverability, and, most importantly, survivability. To achieve all these goals, they decided to get rid of the traditional empennage found on most aircraft, a feat that many contractors and government organizations had tried for decades. This short (10:24) video is courtesy of Dark Skies.
To achieve all these goals, they decided to get rid of the traditional empennage found on most aircraft, a feat that many contractors and government organizations had tried for decades. But that wasn’t its only impressive asset. Watch and see what else they did.
No need to “watch on YouTube,” since it is right here, embedded in your FASF webpage.
THE BOEING X-36, A SUPER MANEUVERABLE STEALTH FIGHTER || 2021
Now, you might ask, why have we changed the manufacturer’s name from McDonnell Douglas to Boeing? It’s simple; if perchance you don’t know the answer: What happened? McDonnell Douglas (MD) was bought out by Boeing in 1997, so all those MD programs and projects now became known as Boeing. The following brief (3:51 min) video is narrated by computer AI, so see if you can tolerate the mechanical voice, and learn some more about this unusual and radical tailless-designed fighter. The following clip is from Warthog Defense.
Here, below, is another X-36 Video clip on the strange-looking research fighter, courtesy of AviationDesigns-MG. It is 4:35 long.
The X-36 Was a Crazily Maneuverable Stealth Fighter. Why Wasn’t it Built?
And, next, below and produced by “Weapons of the World,” let’s see the answer to the above question: Why didn’t the radical new design get produced? This video is only 1:55 long.
One of our vigilant members saw this item on our FAS’ history and brought it to our attention. An interesting anecdote, along with some new archival photos of the Squadron’s stopover in Ft. Worth TX over a century ago. We think you’ll find it an interesting, although, short (7:29) video.
In February of 1917, the intrepid pioneer pilots of the First Aero Squadron (FAS), stationed at Columbus for 11 months, were ordered back east to be transported to the raging inferno in Europe that became known as WWI.
Since that time, the Army Air Corps, later to be known as the Army Air Forces, fought and won our way through another World War, this time the second global conflict.
Shortly after WWII ended, in 1947, Congress formed the United States Air Force (USAF), an entirely new and independent branch of the U.S. Military, but it did not abandon the Army Aviation Branch.
When the USAF began to grow its ranks, the now much smaller Army Aviation Branch, likewise did not sit still but also began its own regrowth. Today, it has more pilots, almost entirely ROTARY WING, aviators, than does the USAF, although its inventory of Fixed Wing assets remains quite small.
Not since February 1917, 104 years ago, has the US Army flown into or out of their historic airfield in the small border town of Columbus, NM.
However, last month, on Tuesday, the 14th of December, that all changed, when the 501st General Support Aviation Battalion, stationed at Biggs Army Airfield (adjoining Fort Bliss, in El Paso, Texas), was led into the old Army FAS Airfield at Columbus by its commander, Lt. Colonel Jonathan Guinn.
Colonel Guinn personally flew the number 1 Boeing CH-47 Chinook twin-rotor helicopter into the Airfield, immediately followed by the 2nd Chinook. Upon landing, the heavy helicopters discharged some 60 young Army Aviators, who then walked from the Airfield into town, to explore their history in the two museums dedicated to the 1916 Punitive Expedition, which as most of you know, became to first instance of sustained combat flying by the fledging new Army flying squadron.
Here, below, you will see that historic event from last December unfold by way of videos of their arrival – – – and of their departure – – – along with many (78) photos of the Airmen and Women who took part in the event.
Click on the below photo’s centered boxed arrow to start the PowerPoint Show of the historic event, but remember, that, except for the opening and closing short videos, the other pictures will change to the next frame at regular intervals of 8 seconds per slide. Again, the entire show has 78 separate photos and two separate videos.
We suggest you use FULL-SCREEN for viewing since the photos are otherwise quite small.
Should you want to stop the show at any point, simply use your computer’s space bar, To restart the presentation, then tap the space bar once again. Remember, the two end piece videos are just under 2:00 minutes each. The entire show, if not paused, is only 14:16 long.
From Larry Dwyer’s Aviation History Online Museum: The Fight for the Sky, narrated by Ronald Reagan, is a film commissioned by the US government to highlight the victories of the Allied air forces over Europe prior to the Normandy invasion. The film depicts Allied airmen at their base in East Anglia, called to strike deep into Germany’s industrial Ruhr valley. Captured German footage is also shown to prove that the enemy was just as determined to stop the attacks as the Allies were to carry them out.
The On-Line Museum website creator, Larry Dwyer, previously worked for Trans World Airlines at JFK airport for 27 years. He held positions as an Airframe & Powerplant Mechanic (A&P), Aircraft Inspector (AI) and Crew Chief and began working on Boeing 747s when he was nineteen years old. Later in life, Larry received his bachelor’s degree in history from Empire State College which is affiliated with the State University of New York (SUNY). He also works as a freelance writer and photographer for the Sandisfield Times in Massachusetts. Larry’s website is listed under our LINKS page within the Museum category, specifically: “Aviation History Online Museum.”
Here is the 1945 black and white archived film, “The Fight for the Sky.” The film does a fairly legitimate job of depicting the lives and experiences of our Army Pilots as they fought and then tried to relax during WWII. It is 19:38 in length. Click anywhere on the cover photo to start the video, and then the lower right corner for full screen viewing.
For those of you who would like to see the film’s full version, narrated by another voice-over (not Ronald Reagan) which is some 41 minutes long, here it is:
In this age of “Fly-by-Wire,” it seems almost reactionary to go back in time when we learned to fly by the “seat of our pants.” The fearless pioneers of the First Aero Squadron certainly were accomplished at that fine art of flying by feel and sight, particularly since they had next to no instruments inside their open air cockpits to help them out. As it was often well put for many years after they came back from the “Great War to End all Wars” (WWI), “Flying was an art that requires a keen sense of spacial orientation, feel and sight.”
US Navy version of the Stearman CLICK ON ANY PHOTO TO SEE IT FULL SIZE AND IN HIGH RESOLUTION.
That’s how your Webmaster learned to fly in 1944, but more on that in a later post. Although I sometimes used a Stearman to fly aerobatics back then, I much preferred the much rarer biplane, the Waco UPF-7 (see below), which was both easier to land and far more maneuverable in the air.
Brand new Waco YMF-5 (UPF-7)
The Waco is so beautiful a classic of that bygone era, that they have been reproducing brand new Wacos now for years. Although not tagged the UPF-7, they are just a later version, which looks the same. The new designation is Waco YMF-5. They are being manufactured in Battle Creek, MI. Take a peek at their impressive website right here.
Not let’s get into the official US NAVAL Training film, entitled “Military Flight Training – PRIMARY FLIGHT TRAINING – LANDINGS” . . . or HOW TO LAND A STEARMAN. This film is 13:03 long. CLICK ON THE VIDEO PHOTO TO START IT GOING . . . AND ON THE LOWER RIGHT CORNER’S ‘OPEN-TO-FULL-SIZE’ TO ENJOY IT IN FULL SCALE.
Below is another US Navy Flight Training film from 1945 with the indomitable Stearman once again its central figure. This last film is longer, 34:47 minutes. Most of those Navy Stearmans were painted a bright yellow from propeller to tail, and wing tip to wing tip.
This bright color was not just practical, insofar as it made them easier to see when airborne, but it also led them to be given the nickname of the “YELLOW PERIL!” To start them, a ground crew had to stand on the lower wing and energetically crank (just like many automobile of the day – which had hand cranks for starting) the Inertial Starter until the flywheel came up to enough speed to turn over the big radial 225 HP engine.
At the airport at which I worked, which was only miles from Glenview Naval Air Station (NAS), I was often saddled with that task of cranking the Stearman’s Inertial Starter. A lot of healthy exercise. Often, on their first solo flight, the new Navy pilots would land at our civilian airport to grab a cup of coffee at our restaurant. Although the Navy frowned on this practice, the happy new aviators couldn’t seem to pass up the opportunity to have some extra fun . . . and good hot cup of “Java.”
After WWII, these ships were widely sold across the country, mostly for use as crop dusters, but many went into civilian hands in General Aviation, much as did the Jenny’s of WWI. Most every Air Show had at least one Stearman with a Twin Wasp 450 HP engine hanging up front to give extraordinarily capabilities at aerobatics. Crop dusters across the globe still use this WWII biplane as their principal aerial applicator. Here below is some interesting data on the various models of this classic Military Training Biplane.
STEARMAN VARIANTS
(Data from: United States Navy aircraft since 1911, Boeing aircraft since 1916)
The U.S. Army Air Forces ‘Kaydet’ had three different designations based on its power plant:
PT-13 with a Lycoming R-680 engine. Production was 2,141 in total for all models.
PT-13 Initial production, R-680-B4B engine, 26 built
PT-13A R-680-7 engine, 92 delivered 1937–38, Model A-75
PT-13B R-680-11 engine, 255 delivered 1939–40
PT-13C Six PT-13Bs were modified for instrument flying.
PT-13D PT-13As equipped with the R-680-17 engine, 353 delivered, Model E-75
Model A73L3 Improved version for the Philippines, three built[8]
Stearman 75 (or X75) Evaluated by the U.S. Army as a primary trainer, the X75L3 became the PT-13 prototype. Variants of the 75 formed the PT-17 family.
Stearman 76 Export trainer and armed versions of the 75
Stearman 90 and 91 (or X90 ano X91) productionized metal-frame version, became the XBT-17
Stearman XPT-943 The X70 evaluated at Wright Field
Here are a series of relatively short videos depicting the use of the Boeing wide-body 747as a heavy duty multiple missile packing airship – or as it would have been called: the Boeing 747 the Boeing 747 CMCA (Cruise Missile Carrier Aircraft).
The 747’s (747 YA-1) role as a laser-shooting platform is also explored in the final video below.
Why would the USAF have even considered this now generally termed “old” commercial jet in such roles? Even back when this concept was first promoted by Boeing, the Jumbo Jet was already almost ten years old. The reason the idea was seriously explored is simple:
The cost would be substantially less that it would be for a new platform designed specifically for such purposes.
Not only would the original modification costs of the highly reliable airliner be significantly less that a brand new aircraft with a specially designed air frame, but the upkeep and maintenance would also be a major cost saving move for the Air Force.
Where the number of modern USAF bombers is counted in the low hundreds, there have now been over 1500 747s built – – – – and there are – and were – also spare parts depots already found all over the globe. Additionally, the 747 series had an extremely long operating range. The latest version has a range of over 7,000 miles, or 11,265 kilometers.
As with any manufactured product, the more that are made, the lower the unit price can be set.
So, without further ado, let’s explore these “Queen of the Skies” 747 concepts:
First, below, is a 13:53 long video on the 747 CMCA, or multi-missile platform:
Next, below, is a very short, 4:28 minute exploration of the CMCA:
Next, is another video, 15:25 long, entitled, “72 Missiles At Once! – 747 Cruise Missile Carrier:”
And now, below, view the Queen of the Skies in its role as a lethal laser platform, one that, unlike the multi-missile launching CMCA 747, is most likely very much still in service at this time. Here is that Boeing 747 YAL-1‘s story. The video is only 5:06 minutes long.
After several less than exciting false starts, Mayor Salas‘ idea of starting a new day on which Columbus will celebrate it beginnings – now called Founding Day – was a great success two weekends ago. If you’d like to guess when that historic date was, just go to the end of the post/story.
Other old time FASF members in addition to Mayor Salasalso played an active role in helping the event go over the top. July McClure, our Recording Secretary and Aerodrome Editor busily entertained the crowds at the East end of town in front of her Tumbleweed Theater. Another long-time member and major donor, our FASF landlord, Norma Gomez,also answered many questions thrown her way by a number of festival attendees as well as participants and caballeros. Your Webmaster took the Mayor aside for a five minute interview about the event, which appears below. Click in the lower right of the screen to view the video full-size.
All in all, the festive celebration was a genuine step back in time to the late 19th Century, when the streets of Columbus were as actively used by horses as by its citizens. Here are some photos taken of the occasion. If you’d like to see them full size and in high resolution, simply click on them:
FASF Office the Chamber of Commerce (White Building) & Tumbleweed Theater (yellow)
Looking West along Broadway Avenue
This was back then, above – and below is today: 1916-Ravel Bros. Mercantile Store Downtown Columbus
City Hall and Sheriff’s Office complex
A look down Broadway to the West in 1916
Broadway blocked off for the Horse Parade- Looking to the West
To East: The Railroad Depot and the railroad to El Paso in 1916 – Today’s Depot is the Historical Society’s Museum. Today that railroad is the bed for NM State Route 9 to El Paso, Texas!
Columbus Court House
Former Mayor Philip Skinner’s Los Milagros Hotel
Celebrants and horsemen chatting outside the Restored Senior Center Facility
View inside the Senior Center where Free lunch was provided for all . . .
Sheriff’s Team Joined the party in the Park
Visitors enjoying lunch outside the Borderland Cafe
After the parade there were still many horses to be loaded for their trip home . . .unless they were among those who rode to Columbus. COLUMBUS WAS FOUNDED ON JUNE 18, 1891!
How about going back in time to fly with Royal Dutch Airlines (KLM) with a Fokker F.VII aircraft from Amsterdam to Paris in 1929? And, in COLOR no less! Take note of the fact that there was no paved runway for operations. Large close cropped grass air fields were first used for Airline and general aircraft operations throughout not just Europe, but elsewhere as well.
Back then the flying public had no long check-in times, no conveyor belts, no gates, no luggage claim areas, no queues, no removal of belts and shoes, no jumbo’s, but in stead just a simple step ladder to board the plane with your suitcase in your hand to join the other half-a-dozen passengers.
Aircraft in that era were noisy, cold, provided often highly uncomfortably bumpy rides and could only fly at low altitude because of the lack of a pressurized cabin. Seats were made of wicker and the only entertainment was the steward or stewardess trying to serve coffee while attempting to keep their balance.
The original B&W film has been motion-stabilized, speed-corrected, A.I. enhanced and A.I. colorized.
To see the films and videos right here, simply click on the cover photos of each of them, then sit back, relax, and enjoy learning more of aviation’s great and colorful history.
B&W footage from Holland by: Beeld En Geluid. Originally posted by ‘Rick88888888’
And, let’s take another look through the Dutch film photographers’ lens at air travel via KLM in pre-WWII Europe, in the 1930s. This is the original B&W film version with its, then, primitive sound track. The following video of this film is entitled KLM & Schiphol Airport in the 30’s. (It is 24 minutes long, in Dutch, yet nevertheless easy to follow and understand).
Much of the film is clearly taken just prior to the outbreak of WWII on the Continent in the late 1930’s because so many Douglass DC-3 airliners are seen in the Dutch Hangars and on the ramps. Your webmaster has many memorable hours flying this amazingly futuristic airship (the DC-3) and its big sister, the DC-4.
It is no wonder that many of them are are still airborne some 86 years after their introduction in 1935. Notice that, in this pre-war era, English was not yet the universal language of Aviation. The dominance of English came about after the end of WWII, when it became the official language across the globe of all aviation air traffic control communications.
The film will show some proudly emblazoned swastikas adorning the German airliners parked at the airfield. There are glimpses of London, Berlin and Paris in the film, which also features a dramatic DC-3 Flight to Schiphol Airport during some inclement weather and the clear relief among the Airport personnel when the ship appears out of the cloudy skies and settles safely to the airfield. They had good reason to be concerned, since commercial aviation of that era was anything but safe in terms of what that means today.
Long-time FASF member, John “Cabi” Cabigas, (at Left) flew the famous BBC Commentator, James May, into Space in the First Aero’s Dragon Lady, and did it at the First Aero Squadron’s current location at Beale Air Force Base (BAFB)North of Sacramento, CA. Of course Cabiconducted that great space adventure while still on active duty with the USAF as one of the famed Lockheed U-2 Dragon Lady Instructor Pilots. Here is a short 30 minute summary of that memorable flight’s full documentary, which had, as its central figure, TV Journalist, James May, Most of the full-length documentary was made by the BBC, but some was shot by the USAF.
Here, below, is another flight aboard the Dragon Lady, but without either Cabi or James May. It is only :10 minutes long, but the resolution of the video is higher. But if you’d like to see both Cabi and James May, you’ll only see them in the first video above. In the meantime, Cabiadvises that Amazon Prime has the full documentary in high resolution, should you be able to view that version:
If you click right here, you will get chance to witness Cabiagain, as your webmaster interviews him, along with his fellow Dragon Lady Instructor Pilot, Bill Williams. Both gentlemen were video-taped at the 100th Anniversary of the First Aero Squadron’s birth, held at Beale AFB, CA.
Cabi lives nearby the Air Force base and keeps himself busy flying his own classic 1940 J3 Cub, which has a mighty 65HP engine to help it race aloft. Your reporter soloed in one of them – sans brakes and tail wheel – back in 1944. Since retiring from active duty in 2010, Cabihas remained an active member of his local chapter of the EAA and belongs to other aviation groups, as well.
When he graduated from San Jose State University in the AFROTC, he had also gained his FAA Certification as an A&P mechanic! That in and of itself was quite an unusual accomplishment.
Major Cabigas’USAF Pilot career spanned just shy of a quarter century, and involved 18 years of working with the Dragon Lady. He holds a FAA Certified Flight instructor (CFI) Rating along with both a Commercial and Airline Transport Pilot License. His activities with the EAA are largely motivated by his interest in sharing his love of aviation with the many Young Eagles who are lucky enough to get an airplane ride with this accomplished Air force Pilot, an American military aviator who was actually born in the Philippines!
