#Saga America Series Capturing The

Saga America Series Capturing The

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MC-X/Commando Spirit and M-XAfter spending more than two decades advancing the idea of a stealthy special operations transport aircraft largely in secret, in the late 1990s, the Air Force did initiate a number of more public projects regarding such a plane. We also offer an in-depth analysis of whether these aircraft actually exist, perhaps operationally in small numbers, or even still in a largely experimental form. There is abundant proof that the search for a stealthy special operations transport only intensified during this tumultuous decade, turbocharged by the new geopolitical realities around the globe and the tactical problems that the Pentagon was facing.In this the second installment of our two-part investigation into the shadowy world of stealthy special operations transport, the first part of which you can find here, we pick up where we left off, and explore how the requirements for such an aircraft continued to evolve through the 1990s, into the first decade of the new millennium, and all the way to the present.

But despite the clear relationship between the two efforts, McDonnell Douglas was in charge of the design study under the new program and completed its work, at least publically, in 1997.It remains unclear whether or not Air Force Special Operations Command ever acted on this requirement directly via any of these programs. The existing C-130s would continue to perform complimentary special operations cargo-carrying missions in lower risk environments and fulfill air-to-air refueling requirements for special operations helicopters.The requirements the service laid out for Commando Spirit/MC-X described a smaller, stealthy aircraft and were virtually identical to those for the Special Operations Forces Transport Aircraft (SOFTA) вЂ“ a payload capacity of around 4,000 pounds and a combat radius of more than 1,000 miles вЂ“ an earlier program we at The War Zone discussed at length in part one of this investigation. This project's goal was to develop a smaller aircraft to replace its MC-130 types specifically in the special operations forces insertion and extraction roles.

The C-17 offered a blend of strategic and tactical airlift capabilities for more mainstream transport applications.Not long after it first emerged to the public in 2007, AMC-X experienced yet another name change, becoming the Advanced Joint Air Combat System (AJACS). AMST had led to the Boeing YC-14 and McDonnell Douglas YC-15, before the final product had morphed into the much larger Boeing C-17A Globemaster III many years later. The focus of JHL, and subsequently JMR and FVL, was on replacement rotorcraft for existing helicopters and, potentially, the V-22.AMC-X, on the other hand, ostensibly looked to pick up where the 1970s Advanced Medium Short Take Off and Landing (STOL) Transport program, or AMST, had left off. Army were looking at a mix of at least two new vertical- and short-takeoff and landing capable aircraft programs, known as the Advanced Mobility Concept (AMC-X) and Joint Heavy Lift (JHL) respectively.The latter of these efforts was primarily an Army initiative that eventually helped inform the Joint Multi-Role (JMR) and Future Vertical Lift (FVL) programs.

This lines up with the time period shortly after Burt had submitted his proposals for the SOFTA program and right before the Senior Citizen special access program came to an end, both of which we covered in the first installment of this story.The AMC-X/AJACS program did not have a clear requirement for a reduced radar cross-section. At the time, founder Dick Rutan, brother of Scaled Composites' Burt Rutan, said the two of them had been working on an applicable twin-engine cargo aircraft design for more than 15 years, but offered no details, according to Flight magazine.In 2007, this would have meant their supposed ongoing project began around 1992. Piasecki aircraft had been working with the Army and the Navy on high-speed compound helicopters.Voyager Aerospace was a particularly interesting entrant in the context of the larger discussion about stealthy and short takeoff and landing capable transports.

Within a handful of years, anti-access and area-denial enemy strategies and the proliferation of very capable integrated air defense systems would become the primary focus of the Pentagon when it comes to preparing to fight future conflicts.There is also always the possibility this public position may have been deliberate disinformation. вЂњLow observable characteristics are a useful attribute for aircraft supporting special operations forces, but are less likely to be of critical importance for other aerial maneuver operations since non-low observable aircraft can operate at altitudes above shoulder-fired anti-aircraft weapons, and suppression of enemy air defenses is assumed for more sophisticated systems,вЂќ a 2007 Defense Science Board report on vertical and short takeoff and landing capable aircraft said.This has turned out to be a glaringly short-sighted assessment. Military research and development efforts.We do know that some senior Defense Department officials at the time publicly held the view that it wasn't a necessity for future transport aircraft to be stealthy. This is something we have seen in more recent U.S. It is very likely that the Air Force left the requirements relatively vague and asked potential manufacturers to propose a design that they thought would be best suited to accomplishing the necessary mission sets.

The National Aeronautics and Space Administration (NASA) was also involved in this project.вЂњThe Project IX is a high-speed, medium-lift, long-range, short takeoff and landing (STOL), low observable (LO) platform to conduct special operations forces (SOF) mobility missions which exceed the capability of current SOF mobility platforms. Lockheed Martin and Boeing subsequently received contracts to build scale models of their proposed aircraft. This project was originally billed as supporting AJACS with low- and high-speed wind tunnel testing of the concept designs. Speed AgileIn 2007, Carl Zuene was the manager for another program called Speed Agile. вЂњThe Air Force is also looking for вЂbalanced survivablilityвЂ™ against an array of sensors вЂ“ вЂinfrared, radio-frequency, and humanвЂ™,вЂќ FlightGlobal reported at the time, citing Carl Zuene of the Air Force Research Laboratory (AFRL). Military weren't entirely convinced that stealthy features would be compatible with the AMC-X/AJACS aircraft, the Air Force was certainly looking to reduce the signatures of its future transport aircraft.

The Project IX will be reliable, survivable and able to conduct strategic clandestine SOF mobility infil/exfil/resupply in current and future denied access environments.вЂњProject IX supportability will initially rely heavily on contractor logistic support (CLS) because of the unique characteristics of the LO technologies.