SpyTHINK 026: Air/Space/Land RECON: Finding Tucker Gott?
Improved Tucker Gott Artwork without Death Glorification: Zoomers Don't Reply to Email Messages Sent to Them
After COVID19 video binge-watching Tucker Gott Powered ParaGliding (PPG) videos to get an appreciation of ground terrain from low altitudes (under 10, 000 feet AGL) for military RECONnaissance purposes, I became fed-up with him not providing his HEADING and ALTITUDE to better appreciate what we see vicariously from his actual in-person flying. I can understand Gott not providing us his Take-OFF & Landing (TOL) park Global Positioning System (GPS) coordinates for privacy/security reasons but his cavalier/care-free "poke & hope" presentation of him knowing where he is going by TERRAIN ASSOCIATION (TA) but not us, the viewers has worn-out its welcome with me.
Poke & Hope
https://www.youtube.com/watch?v=RGZ4hoyJB0o&t=27s
Other YOUTUBE pilots doing the same now disinterest me. I want the TOL starting point geolocation, HEADING, ALTITUDE, flight DURATION--and if possible ground SPEED so I can DEAD RECKON (DR) air navigate. This means if I TO heading NORTHish 350 degrees fly for 1 hour @25 mph, I know to get home, I subtract 180 degrees aka make an U-TURN and fly back SOUTHish 170 degrees for 1 hour to L back at the starting base regardless if my TA memory of the scenery falters or weather oscures and I can't see well enough to TA.
One of the U.S. ARMY Airborne's secret weapons is the terrain model of the objective area studied by all Paratroopers before the mission to ascertain where they are vis-a-vis the terrain's land marks in case they are not properly delivered on to their designated Drop Zone (DZ). The terrain model by existing as a miniature form of reality enables you to bend down and get a Diagonal View (DV) and side Horizontal View (HV) of what the Paratrooper will experience in-person and not just a Vertical View (VV) from a topographical map and/or air/space imagery aka photos. If your desk or laptop computer is processing powerful-enough, you can DV terrain using Google maps satellite--my Dell Dwhatever cannot--its only HV and VV capable. Obviously, our "special" mission units have been doing mission rehearsals with virtual reality means for a long time but I still think we should have Soldiers build physical terrain models, too because the understanding is stronger that way especially fathoming terrain contours. Every Para should have a Garmin ForeTrex 401 set to UTM/GMRS with a forearm topo map sheet of the area around his DZ so even if he is miss-dropped he can quickly get his geolocation and figure out how to get to the rest of his unit.
https://1sttac.blogspot.com/2020/07/tactismart-0031-wearing-your-maps-on.html
Undaunted, I decided enough-is-enough and decided to FIND TUCKER GOTT.
Knowing from google search he soloed at the Alexandria airport and has his fans write him at a P.O. Box in Asbury, New Jersey (NJ)....
https://www.nj.com/hunterdon-county-democrat/2011/05/young_bethlehem_twp_pilot_earn.html
I screen-captured his TOL soccer/baseball field said to be "close" to his home aka under 10 minutes driving time. His TOL Forward Operating Location (FOL) is visually distinctive having 4x baseball infields close together with one having a pitcher's mound that looks like a nipple from the air. I then proceeded on a Google satellite search of nearby soccer fields and little league fields with an eye on those owned by the kill-joy, bureaucratic, LIBTARDED statist Bethlehem township harassing Gott hoping he'd stop flying--but to no avail from 2, 000 feet AGL VV. I found a hot air balloon club location that most likely is what brought Tucker's mom--a balloon pilot--to the area in the 1st place.
https://www.youtube.com/watch?v=_0KarZqmcWU
Frustrated, I did find other baseball fields but realized they were invisible above 2, 000 feet AGL and the highest I could fly at was 1, 000 feet to cover the most terrain and still pick-out baseball fields.
BINGO!
I quickly found Tucker's TOL soccer field/baseball fields at 1, 000 feet AGL. Knowing now his FOL's geolocation, I quickly ascertained by TA his cardinal direction after take-off for Shop Rite in that video adventure; then did a map search update for Shop Rites in the Asbury, NJ area and determined he flew to the Washington/Hampton one.
VOILA!
I virtually "landed" there by selecting street view from the open area adjacent to Shop Rite he landed on and the HV scenery matched his walking with 80 pounds of PG in his hands past a brick wall to the store. Huffing & puffing, Gott declared he was getting his cardio work-out for the day--I see this as further proof that 2x wheels should be attached to PG frames so they can be TOWED hands-free for 1 mph/25 miles-per-day ground mobility to facilitate the cross-country PPG flying into random landing spots Tucker advocates.
GMTA PPGGrandpa arrived at same conclusions!
https://www.youtube.com/watch?v=r4LND-PCC0Q
GMTA!
While talking to his GOPRO camera in Shop Rite, Gott revealed his previous flight to a McDonald's--which is his most popular video because it captures everyone's imagination of the possible adventures if one can fly like SUPERMAN--was not far away from there.
VOILA VU AGAIN!
Google map search of McDonald's in Washington, NJ revealed indeed one nearby and virtual "flying" over there and "landing" with street view showed it matches with what you see in Gott's video doing it in-person in real life (IRL).
I am NOT advocating 20-somethings puss-out and delude themselves that they don't have to fly IRL but can get by with Google satelliting adventures as if all of life were a Call of Duty video game. Learn to PPG and be real--experiencing life as God, our Creator made us to enjoy physical, kinetic interactions. Being able to virtually map what recon aircraft are collecting is a vital function we in the USMIL are failing spectacularly at re: "soda straw" drones failing to find well-camouflaged Taliban rebels prior to Operation ANACONDA in Afghanistan in 2002:
combatreform.org/airrecon.htm
The USAF auxiliary, Civil Air Patrol (CAP) not being able to find crashed planes needs to be fixed immediately by them being fully equipped with observation planes with video cameras that real time relay imagery below so multiple cadets and adult senior members can scrutinize for signs of missing aircraft. An ounce of prevention--every light plane with a Recovery Parachute (RP) by FAA mandate would be even better:
combatreform.org/escape.htm
Air Recon Lessons Learned
I messaged Gott suggesting he add HEADING and ALTITUDE to the lower left/right corner of his videos using possibly a selfphonecamera APPlication.
PPGGrandpa found this app and placed it on the corner of his flight footage:
https://www.youtube.com/watch?v=tRVCqMHoRAI
Zach Cobb
1 month ago (edited)
In the App Store for iPhone, search for:
"Telemetry Camera"
https://apps.apple.com/us/app/telemetry-camera/id1354203253
https://www.mykapp.io/
FlySkyHy hands-free holder on PPG
https://www.youtube.com/watch?v=V2BviZPjFg4
I mentioned I understood his need for privacy/security to not provide a GPS moving map display, too if you remember this was understood at least as far back as 1964 in the James Bond movie, Goldfinger in 007's Aston-Martin DB5 weaponized sports car.
However, I don't expect any reply from Gott as in the past he revealed a lack of open-mindedness to new ideas for PPGing which probably keeps him alive in light of his foot-dragging ways.
The military recon lessons learned are startling.
Above 1, 000 feet AGL YOU CANNOT SEE SHIT.
Unless your drone is flying at 1, 000 feet or lower with a broad wide angle lens, enemies presenting shapes no larger than a baseball field are FUCKING INVISIBLE. The vulgarity I use is to smash this fucking bullshit that drones are all-seeing and a lazy, cheap panacea over manned Observation/Attack (O/A) aircraft crews that can actively HUNT and find enemies acting on very subtle tells. If the drone itself flies above 1, 000 feet and selectively snoops using a magnified optic to get a closer-than 1, 000 foot AGL view, this is fucking SODA STRAWING with a narrow field-of-view likely to MISS the HIDING ENEMY.
Manned O/A air recon is ideally done at 1, 000 feet AGL--this gives the maximum height for coverage yet low enough to spot a crashed 20-foot wingspan or larger aircraft or suspicious activities within a baseball infield-size--wheeled pick-up truck "technicals" (LIght INfantry Narcissist speak to cover for their out-gunned, tankless asses). The good news is that 1, 000 feet is roughly 300 meters--the effective range of small caliber automatic weapons shooting Assault Rifle (AR) intermediate from pistol to rifle cartridges like PRE-Load Magazine (PRELM)--fed AKMs, SKS, AR15/M16/M4s etc.
At this Lowest Tactical Altitude for Recon (LTAR), should be our ARMORED O/A planes with an enlisted JTAC aka Airborne Forward Air Controllers (AFACs) observer with Mark 1 eyeballs experienced as a Ground Forward Air Controller (GFAC) on-the-ground with HV skills to max area search--but with stablized binoculars and a magnified optics ball to look closer without putting the plane in small arms-fire jeopardy.
combatreform.org/aircommandos.htm
Small enemy targets can be destroyed immediately by the O/A plane using gunfire, small bombs and/or rockets/missiles by diving attacks if necessary. A 360 degree-swiveling 30mm autocannon under the belly like the OV-10D Bronco NOGS had in weaker 20mm would be better precluding diving attacks as much as possible. Side-mounted cannon like the Pilatus PC-6/AU-23 Peacemaker has in use by the Royal THAIland Air Force is also an option.
If the O/A plane hunts higher at 2, 000 feet AGL aka Medium Tactical Altitude for Recon (MTAR), it is safer from medium-caliber, belt-fed machine guns on pedestals in the rear beds of flammable gasoline-powered trucks--but the enemy is successfully evading detection if he gives off no tells by infared camouflage and not kicking up dust clouds. The observer is going to have to diligently scour the terrain below with his electro-optical, "FLIR ball" to successfully find elusive foes.
At 3, 000 feet AGL, aka High Tactical Altitude for Recon (HTAR), the O/A planes is somewhat safe even form heavy, belt-fed machines guns though at 6, 000 feet AGL HMGs like the prevalent 12.7mm DshKa are completely out-of-range. At 6, 000 feet AGL you can't see jack shit. If drone fan boys say they can find enemies at that altitude or higher with thin wings that can't dive down to investigate with human intuition, they are selling us a pack of lies that are getting a lot of friendlies killed like ANACONDA. Fortunately, DELTA Force aka CAG had ground recon teams that HV-spotted hidden Talibansters and called fire on them or the debacle could have been far worse.
Armored & Armed Crop Duster STOL O/A Planes are COTS Available: Just Need Folding Wings for Ground Mobility
It behooves the U.S. ARMY to obtain at least a west and east coast squadron of 12x armored fixed-wing O/A planes with folding wings to operate from FOLs and not obviously detected/destructed FOB air bases and stop losing our budgetary shirts with crap, overly complicated, can't-constantly-fly, 24/7/365 VTOL helicopters instead living by STOL and eSTOL like Alaskan bush pilots do. This may be too much crow ingestion to demand from the rotor-head-corrupted bureaucracy.
What about the U.S. ARMY C-12 King Air as Non-Diving O/A Gunships?
Ironically to get the best virtual sense of what a King Air is, watch the video account below of a Cessna pilot forced to land one after its sole pilot--a retired USAF Colonel and Vietnam War, F-100 Super Sabre pilot suddenly died.
https://www.youtube.com/watch?v=aqPvVxxIDr0
1st off, this American disorganized, undisciplined free market cheapness must be condemned as NBA Illuminati hedonist Kobe Bryant also did not have a co-pilot but unfortunately crashed & burned himself and his wife, daughter and others up when the over-worked pilot flew into a hillside:
https://www.youtube.com/watch?v=IZO-fiD0t_E
If your aircraft has a co-pilot position IT DEMANDS IT BE FLOWN WITH A FUCKING CO-PILOT.
This same truth applies to police cars--there should be 2x officers on-board so they can actually handle instantly small problems Jack Webb TV's ADAM-12-style. The cheapness of cities to have only 1x cop per car demanding a 30 minute wait for back-up to arrive for EVERY SITUATION is indeed fucking incompetent bullshit. The Rodney King beating and George Floyd choking incidents puts into question this police immoral stoical "mob" mentality of multiple cops converging on a suspect and then creating peer pressure on the arresting officer to be Mr. Bad Ass.
2ndly, this BS that Air Traffic Controllers (ATCers) don't have to be pilots must STOP. What utter BS of being a fake telling people to do things you can't do yourself! Thankfully an ATC chick was an instructor pilot and saved our Cessna family man from autopilot altitude stall death. However, afterwards she handed him off to the landing airport's ATC who had to get directions from an actual King Air pilot by selfphonecamera. Sheesh--like a scene from "Its a Mad, Mad, Mad, Mad World":
https://jamesbondisreal.blogspot.com/2020/07/spythink-021-decoding-its-mad-mad-mad.html
The U.S. ARMY already has King Airs packed with sensors; they want to fly fast--above 200 mph and above 10, 000 requiring pressurization--they are lazy, comfortable businessman transports hence why middle-aged, Army bureaucrats love them.
Tests should be conducted to see if 30mm belly autocannon, wing hard points for missiles, King Air can be effective at finding elusive foes at LTAR, MTAR and HTAR levels---if so, 2x squadrons should be armored and weaponized under the DoD budgetary "radar screen" pun intentional.
combatreform.org/killerbees3.htm
Everyone on board these Super King Airs or Killer King Airs must wear bail-out parachutes in event their plane is hit and cannot safely land--if you need a "visual" Patrick Swayzee and others jumped from a King Air in the masterpiece action-adventure, "Point Break". Are we running a country club deluded in denial--or an armed military service that goes to shooting wars?
combatreform.org/escape.htm
Individual Flying Machines aka IFMs: Infantry DIY Air Recon?
ParaVelo Air/Ground Vehicle: Almost Good Sky Camouflage--Imagine if Wing was Clear, Pilot/PPG Unit were light grey
combatreform.org/killerbees.htm
Since the USMIL bureaucracy is inherently FUBAR refusing to empower units to be self-sufficient much less supply Soldiers with IFMs; the tankless, weak, anemic light infantry is likely to have ZERO EFFECTIVE AIR RECON and become decisively surrounded & engaged as COP Kahler did during the Battle of Wanat in Afghanistan in 2008. Hand-launched drones cannot fly in high wind conditions and their short range means if the enemy sees them its a "tell" that our troops are nearby to destroy by myriad means.
Sean Connery's Bond uses a Palm-Sized Drone Helicopter to Prevail in the "From Russia with Love" Video Game (VG) and Real World Visual Detection Means
https://www.youtube.com/watch?v=Dz6ageRX_O8
Even if the small drones can fly they may not see shit due to soda straw weaknesses. The recon drone must be at least RQ-21 ScanEagle/Blackjack-sized, launched from a catapult trailer towed by a M113A4 Super Gavin triphibious, light, tracked tank itself with 30mm autocannon/ATGM armaments on a RWS. The recon drone must fly at LTAR and have grenades to immediately attack small evasive targets when spotted and not just depend on a slow call-for-fire to the 120mm heavy mortars who should own/operate them:
combatreform.org/120mortars.htm
Could infantry's scout section have PPGs that can only fly early morning/late evenings in low (under 10 mph) wind conditions?
Yes.
The U.S. ARMY should have already been flying AeroGEEPs and flying cargo trucks in the 1960s when these were offered to them. That they could have helped during the Vietnam war flying over TBATE/TBAM obstacles like jungle and land mines--but were not is tragic.
Functional Concept behind the Beaver STOL Grasshopper Plane
A PPG ram-air parachute wings clear or in sky blue flown by a ParaScout in fire-resistant Nomex sky blue jump suit with sound-muffled engine would be hard to detect and shoot/hit. A less-volatile-than-gasoline, JP-8/diesel paramotor should be developed. Current PPG max fuel capacity of 4 gallons translates into 4 hours total flying time or 100 mile range-reach. Upon landing bone-dry, the parachute is collapsed into a stuff sack attached to the paramotor hands-free quik-release-towed on wheels so the ParaScout has his weapon in his hands for immediate fire & maneuver action.
The ParaScout can dig-in a fighting position with e-tool/sand bags sleeping in a lightweight bag
combatreform.org/lwsb.htm
combatreform.org/etools.htm
to stop/rest before moving across the ground at 1 mph thereafter. The ParaScout 2-man, Buddy Team could also hold their security observation post and wait for the rest of their 19D Cavalry Scout 6-man Team to arrive by Super Gavin and/or Wiesel 2 or Bv206S Light RECONnaissance Vehicles (LRVs); the later can RO-RO from inside CH-47 Chinook heavy life helicopters.
https://www.youtube.com/watch?v=d_7wsaTkFgw
https://www.youtube.com/watch?v=bIec2lZ_Mtc
ParaBiking capabilities can be created by attaching a Folding Mountain Bike (FMTB) in an airdrop bag to the front of the ParaScout. Take-off skills will have to be almost at the level of flying a tandem 2nd person in front, but doable. Prior to landing, the airdrop bag can be released and dangled on a HPT lowering line so it lands first before the ParaScout. I parachute-jumped a FMTB this way from a CASA 212 aka C-41A Aviocar turboprop plane for Operation DARK CLAW:
combatreform.org/militaryvehicles.htm
ParaVelo Air/Ground Vehicle
xploreair.com
XPLOREAIR
33 Fournier Street
London, E1 6QE
info@xploreair.com
John +44 (0)7980 844550
Yannick +44 (0)7788 606483
HARD & SOFT Wing Air Recon & Special Operations
GMTA!
Too bad we don't have inflatoplanes to get hard wings & compactability...
SOF teams could insert/extract using ultralights to operate hide site OP/LPs and/or place DIVERSIONARY devices like NIGHTINGALE firefight simulators to deceive enemies.
Work must be done to reduce noise so ultralights can fly at 1, 000 feet so elusive enemies can be spotted like the U.S. ARMY Lockheed Q-Stars derived from a sail plane glide were able to do in the Vietnam War.
Lockheed YO-3A Quiet Star
https://www.youtube.com/watch?v=DWk9_7lgrls
https://en.wikipedia.org/wiki/Lockheed_YO-3
The YO-3A was designed to a U.S. Army specification of 1968, which called for an observation aircraft that would be acoustically undetectable from the ground when flying at an altitude of 1,200 feet (355 m) at night.
Lockheed Missiles and Space Company located in Sunnyvale, California was contracted to produce two prototype aircraft. In 1966, the company built two QT-2 "Quiet Thrusters", using modified Schweizer SGS 2-32 gliders. The prototype QT-2s were then modified to the QT-2PC "PRIZE CREW" configuration. The QT-2PC had a silenced engine and a slow-turning propeller for quiet operation.[1]
Two crew members (a pilot and an observer) are seated in tandem. The observer is located at the front of the cockpit. The YO-3 is an all-metal low-wing monoplane of semi-monocoque construction. The control surfaces of the YO-3 including the ailerons and rudder are fabric-covered. The engine cover, canopy, engine exhaust shroud, wing-root fairings, and wheel-well fairings were constructed of fiberglass. The YO-3 has retractable tailwheel-type landing gear.[2]
The YO-3A was powered by an air-cooled, six-cylinder, horizontally opposed, fuel-injected, Continental Model No. IO-360D engine. The engine is coupled to a slow-turning propeller through a belt pulley-drive system. The propeller reduction ratio is 3.33:1. Originally equipped with a six-bladed ground-adjustable-pitch propeller, this was replaced in March 1971 with a three-bladed laminated constant-speed wooden propeller produced by Ole Fahlin. The engine cowling and firewall were lined with fiberglass material to dampen and contain engine noise.[2]
The YO-3A is equipped with an Asymmetrical Exhaust System. A crossover exhaust pipe is used to remove exhaust from the left bank of engine cylinders to the right side of the engine compartment. This crossover joins the right bank exhaust pipe and exits along the lower right side of the engine compartment. The exhaust gases are then moved through an acoustical fairing into a dissipating and resonating muffler continuing to the aft end of the fuselage.[2]
The YO-3A operated silently at 1,000 feet, or lower, depending on terrestrial background noise. Some pilots were known to have gone unobserved over the enemy at 200 feet. Occasionally, daylight flights were made over the rivers. Crew chiefs would monitor the YO-3A flying over the maintenance section prior to deployment, listening for rattles, whistles or other noises. The propeller, even at 500 feet over the maintenance area, made only a light flutter, heard just as it approached. This was followed by a light rushing of wind over the wings. There was no audible sound once the aircraft had passed over. If any abnormal noises were heard, the aircraft returned to the runway, where duct tape and other measures were employed to quiet noticeable sounds.[3]
Postwar usage
****
WHY ISN'T THE U.S. ARMY FLYING THESE TYPE AIRCRAFT TODAY OVER AFGHANISTAN AND OTHER COMBAT ZONES? WTFO?
Kolb FIREFLY Folding Wing
https://kolbaircraft.com/firefly.htm
https://www.youtube.com/watch?v=C8RS9nG5gV0
Even Quicker Folding: The horizontal stabilizers/elevators fold upward and the wings fold rearward staying attached at the universal joint. The FireFly has one more time savings feature... there is no need to disconnect the lift strut from the wings. They need only be disconnected from the fuselage cage. The lift strut assembly then folds forward and lies flat with the bottom of the wing. This saves disconnecting two clevis pins and also saves the effort to secure the lift struts when trailering. Many of our customers fold and unfold their airplanes routinely every time they fly -- year after year. This allows for money saving compact storage at the airport or at home.
Kolb TWINSTAR Folding Wing 2-Seater, Side-by-Side (seaplane floats available!)
Kolb FIRESTAR Folding Wing, 2-Seater, Tandem
Shoulder room is ample, even for big folks.
The front seat pilot sits in front of the wing, so there’s no wing blocking the view in turns.
Turns to the left or right are equally comfortable because you don't have to look across a seat.
The narrower fuselage allows better inflow to the pusher propeller, and much less drag.
Since the rear-seat passenger sits on the center of gravity, it makes little difference if you have a passenger or not - the center of gravity changes very little.
In a training situation, the student’s sight picture doesn’t change when the instructor gets out. Everything looks and feels the same as when the instructor was in the plane with him, except for higher performance. This keeps stress levels down when he’s finally flying solo.
https://kolbaircraft.com/firestar.htm
2-seater--Pilot & Observer Great Visibility but too big to be PART 103 so LSA license required
TRAILER Exploiting Kolb Aircraft's FOLDING WINGS
This trailer is 6ft wide ,7 ft tall and 24 ft long. This will also fit a larger Kolb such as a firestar also. Minimum dimensions would be closer to 21 ft long, 6ft wide, and about 6.5 ft high.
https://www.youtube.com/watch?v=Ing5SedlzA0
Notice the LOW ALTITUDES Needed to Spot Things like Stolen Trucks on the Ground
https://www.youtube.com/watch?v=OlvbfsslYRg
Kolb Aircraft Company
590 Hal Rogers Drive
London, KY 40744
Phone (606) 862-9692
Office hours are from
9:00 am to 4:00 pm Eastern
Monday through Friday.
customersupport@kolbaircraft.com
CGS Hawks
https://cgsaviation.com/cgs-hawk-single-seat-classic-ultralight.html#specs
Wing/Tail folding Package
https://cgsaviation.com/cgs-hawk-arrow-ii-two-seater-plane.html
Empty Weight - 550 lbs - 204 kg
Gross Weight - 1100 lbs
Wing Span - 31' 6"' - 9.6 m
Wing Area - 147 sq. ft - 13.6 sq. m
Engine Size - 65 hp
Rate of Climb - 600-1200 fpm - 3-5.6 m/s
Cruise Speed - 55-80 mph - 48-70 kts
Stall Speed - 35-40 mph - 30-35 kts
Vne - 110 mph - 95.58 kts
Assembly Time for First time Builder - 300 hrs
Recovery Parachute (RP) Options
Parachute Options for single Place Models
BRS 600 (600 lbs.) Softpack - Call for Details
BRS 600 (600 lbs.) Canister - Call For Details
BRS 800 (800 lbs.) Softpack - Call for Details
BRS 800 (800 lbs.) Canister - Call for Details
CGS Aviation
South Lakeland Airport (X49)
7500 Coronet Road
Mulberry, FL 33860
(513) 205-1650
joseph@cgsaviation.com
Stealthy Grasshopper O/A Planes
Kitfox's STOL grasshopper planes also have folding wings.
Here's a SHERPA STOL grasshopper bush plane in all light gray camouflage
Notice SMALL is better--our JGRF F-20V TigerShark is far more stealthy than the F/A-18 HornetTurd.
Clear P-38 Warbird: Sky Invisible!
https://youtu.be/EDppqGm-x0I
For more aircraft sky camouflage details:
combatreform.org/camie.htm
CLEAR aircraft are the ultimate in sky camouflage, the WW1 Rumpler Taube recon plane had this--too hard-to-do today? Details at 1:08: https://youtu.be/rrmNfz4X5GY?t=68
TLAC
Little Snoring Airfield,
Little Snoring,
Fakenham,
Norfolk,
NR21 0JL Tel: +44 (0)1328 878809
Fax: +44 (0)1328 878004
Mobile: +44 (0)7747 840007
Email: sales@g-tlac.com
MORE PROOF: Hard, CLEAR-WINGED Aircraft
Huntair PATHFINDER is ALL CLEAR
Skin is said to be "Polyester sailcloth".
http://all-aero.com/index.php/contactus/34-planes/5054-huntair-pathfinder
https://en.wikipedia.org/wiki/Ultraflight_Lazair
Clear = Invisible
Lazair SS EC
The "SS" is the "Surveillance Special" which was designed for police use, which included the Elite airframe and the 5KFM 25 hp (19 kW) engines also used on the two-seat Lazair II.[3]
The only[citation needed] Lazair SS EC aircraft ever produced was employed by the Monterey Park Police Department in California.[10] and was used for surveillance during the 1984 Olympics that were held in Los Angeles .[citation needed]
Electric Lazair (eLazair)
eLazair Amphibian with Clear Construction either TEFLAR (Teflon & Mylar) or UV-resistant Mylar
AMAZING VIDEO! eQUIET!
https://www.youtube.com/watch?v=RuBAC_kz50I
In 2011 Lazair designer Dale Kramer introduced an experimental electric-powered Lazair on an amphibious mono-float, with outrigger floats at AirVenture. The aircraft is powered by twin Joby JM1 powerplants with Jeti SPIN Pro 300 controllers and dual 16 cell 4 amp-hour battery packs that produce 63 volts, mounted in the wings. The aircraft won Antique Ultralight Champion and Best Ultralight Amphibian at AirVenture. The aircraft is an experimental project and no production is planned.[15]
Regulatory status
In Canada all Lazairs are classified as Basic Ultra-lights. A multi-engine rating is not required to fly the Lazair in Canada as there is no multi-engine rating for ultra-light aeroplanes.[18]
In the USA the single-seat models are flown as ultralights under FAR 103, whereas the Lazair II two-seat models are usually registered as experimental amateur-builts.[14]
Specifications (Lazair Series II)
Crew: one pilot
Length: 13 ft (3.96 m)
Wingspan: 36 ft 4 in (11.1 m)
Height: 6.3 ft (1.92 m)
Wing area: 143 sq ft (13.3 m2)
Airfoil: Custom Lazair airfoil, reflexed top and bottom
Empty weight: 210 lb (95 kg)
Useful load: 240 lb (109 kg)
Max. takeoff weight: 450 lb (204 kg)
Powerplant: 2 × Rotax 185, 9.5 hp (7.1 kW) each
Performance
Maximum speed: 55 mph (89 km/h)
Cruise speed: 40 mph[6] (65 km/h)
Stall speed: 17 mph (28 km/h)
Never exceed speed: 60 mph (97 km/h)
Range: 135 mi (217 km 117 nmi)
Service ceiling: 11,000 ft (3,350 m)
Rate of climb: 200 ft/min (1 m/s)
Wing loading: 3.14 lbs/sq ft (15.4 kg/m²)
Power/mass: 23.7 lb/hp (0.069 kW/kg)
****
Ground camouflage details:
Walt Disney's Yehudi gets it right:
"Camouflage" 1943
https://www.youtube.com/watch?v=9p6mZxV32AY
SOFT WINGS: PPG with Sky Camouflage Wing
Paramotor: What's The Smallest Area You Can Launch From Surrounded by Trees?
https://www.youtube.com/watch?v=aFpdS-Nk1l4
Military PPGs
http://www.paramotors-usa.com/
http://www.paramotors-usa.com/101/products/features.php
One Single Unit can be converted from Back-pack, to tandem unit, or to 3-wheel Trike unit.
Audibly undetectable at +2000 feet
Only unit made with MIL-SPEC components
Sand and water-resistant throttle with button for Cruise-Control
Made in USA
Supplied to U.S. Government
Most Powerful thrust to weight ratio in Industry
PERFORMANCE SPECIFICATIONS
AIR SPEED 25 Miles per Hour
STALL SPEED Virtually Stall Resistant
RATE OF CLIMB 6 to 8 Ft per second
TAKE-OFF DISTANCE 2 to 15 feet - varies depending upon pilot's experience, type of canopy, weight, and weather conditions.
LANDING DISTANCE 2 to 15 feet - varies depending upon pilot's experience, type of canopy, weight, and weather conditions.
FUEL CAPACITY Standard Gas tank is 2.25 gallons. Extended version tank available.
FUEL CONSUMPTION Approx 1 gallon per hour
PAYLOAD
Maximum 650 Lbs
CEILING 12,000 Feet
ENGINE MZ 34 Two Stroke, single cylinder, with self-adjusting carburetor
HORSE POWER 27.5 HP - 313 cc
RPM Engine 6500 RPM, Propeller 2500 RPM
PROPELLER 3-Blade, Composite, six-bolt
GLIDE RATIO 8 : 1
CONSTRUCTION Body and frame built to military specifications (MIL-SPEC) using top-quality aircraft materials.
ASSEMBLY TIME 5 Minutes
WEIGHT Base back-pack unit approx 73 Lbs.
Additional Tandem attachment: add 11 Lbs
Additional Trike attachment: add 39 Lbs
Additional Boat attachment: add 225 Lbs
(additional options may increase weight)
* Specifications of rate of climb, landing/take-off distance, air speed, fuel consumption, etc, are based upon having payload/pilot weight of 175 Lbs, and flying from sea-level elevations. Exact specifications will vary depending upon pilot’s experience, type of canopy, and weather conditions.
CLEAR or ALL GREY, please!
PARAMOTORS, INC.
Weldon Springs, MO USA
PH: 636.544.9593
FX: 636.447.5756
email: sales@paramotors-usa.com
https://mafiadoc.com/download/applications-of-powered-paragliders-in-military-police-_599b86c81723dd0a40e04cce.html
https://www.defenceweb.co.za/aerospace/aerospace-aerospace/paramotors-a-promising-alternative-to-conventional-surveillance-aircraft/
Paramotors a promising alternative to conventional surveillance aircraft
Written by Guy Martin - 20th Mar 2018
4184
MilParaVelos are What Me Need!
Powered paragliders, or paramotors, are becoming an increasingly popular alternative to more expensive fixed and rotary wing aircraft for defence and security missions, and have even been trialled in the Kruger National Park to combat wildlife poaching.
The sport of powered paragliding has taken off across the world, including South Africa, and although originally intended purely as a recreational activity, is gaining traction as an alternative to more expensive aircraft in roles as diverse as game counting and pipeline inspection.
Riaan Struwig of flight school Epic Aviation in Centurion sees a growing number of pilots using their machines for security, protection and surveillance. For instance, a number of pilots in Memel have been trained to fly paramotors for their community watch programme, and training has been done for mining security. Epic Aviation also trained a pilot who patrols the Lesotho/South Africa border by paramotor.
A big focus is on the farming community – paramotors are being used for game counting, tracking, fence inspection, anti-poaching and combating cattle rustling. Although it is
Indian Army ParaMotor Infantry
Police forces around the world are adopting powered paragliders in ever-growing numbers. For instance, in June 2017, police in Marbella, Spain, acquired a couple of paramotors to patrol the beaches during the holiday season, conduct search and rescue and oversee traffic problems.
The Palm Bay Police Department in Florida [USA] is a well-known user of powered paragliders, and has been flying them since 2010. After their first few months of flying they had found several stolen cars, and used the aircraft to search for wanted persons and marijuana fields. Paramotors were chosen due to their low cost and the fact that there was not enough activity to justify supporting a helicopter.
Over half a dozen police forces fly powered paragliders in the United States alone, with many other countries flying them for police or military purposes – for instance China used paramotors as a policing tool when they hosted the Olympics, with armed officers conducting airborne patrols, and several countries use them in their militaries, such as Qatar. In Africa, this includes the Egyptian military.
The SANDF also used paramotors during flooding in Mozambique to help find survivors and bodies and in one case a pilot flew in battery packs to stranded emergency personnel whose radios had run out of charge.
Part of the SANDF evaluation was intended to see how easily it was to deploy a paramotor, and involved a parachutist jumping out of an aircraft with a paramotor and wing in a cardboard container. This was attached to the parachutist via a bungee cord – the box would land first, followed by the parachutist. He would then unbox the paramotor and fly away. [EDITOR: just like we did with folding mountain bikes for Operation DARK CLAW].
While the trials were largely successful, the dissolution of Struwig’s company ended his involvement with the project, which was taken up by Nirvana Africa, which was established to focus on conservation work and military supply. Nirvana used input from the Recces and hundreds of hours of development flights to create the mission specific ‘Ranger’ paramotor. This featured camouflage harness and tan colour plus the ability to carry a rifle. Nirvana Africa also developed a combat/ranger kit that included a bullet-resistant vest, flight suit with built-in tourniquets, magazine and equipment pouches and pistol holster.
According to Eugene Cussons from Nirvana Africa, the Recces continued to do long flights, including at night, with the idea to complete a design request before putting paramotors into service. One of the goals of using paramotors was infiltration and exfiltration. In the end the Recces took the Nirvana Instinct into service and still use these machines to this day, with Nirvana providing maintenance and support. They are moving towards acquiring the new Ranger and lightweight F-light paramotors. The Ranger is also marketed to farmers and game rangers as a cost effective alternative to fixed wing aircraft and helicopters.
Meanwhile, Epic Aviation developed its first Spider paramotor frame, which evolved into the Spider II, with input from the paramotor community, and now the Spider III, currently being manufactured by Epic Aviation. Almost 100 Spiders have been sold to date, with many going overseas. Epic Aviation is currently developing the Spider IV, which is designed to be a more affordable and compact unit – it is already cheaper than most imported frames on the market.
This is not the first locally manufactured paramotor – Cape Town-based xPlorer Ultraflight began to manufacture its own models in the mid-2000s – but it is helping meet the demand from new pilots. Over the last ten years the sport has grown rapidly, with the number of instructors and schools doubling over the last five years – there are a dozen paramotor schools in South Africa and 160-180 trained paramotor pilots. Epic Aviation, for example, currently has two dozen pilots in training.
The Indian Army has a PPG Infantry Unit
Although most pilots fly for leisure – paramotors are the cheapest form of powered flight – they are discovering almost unlimited uses for the aircraft, from towing banners (or flying branded wings) to counting crocodiles in St Lucia. One South African company uses powered parachutes for geological surveying, and flies with laser radar and other sensors. Paramotors can also used for search and rescue – pilots carry lifebuoys which are thrown to people in distress in the water. Pilots often spot sharks while flying along the coast – Struwig once counted 21 sharks in a single flight near Hartenbos, including swimmers that got very close to the sharks. He says paramotors would be a great tool for shark spotting at popular beaches.
The ability to fly low and slow (20-60 km/h typically, but advanced wings can easily do 80 km/h) makes the paramotor an ideal tool for surveillance, game counting, pipeline and cable monitoring, search and rescue, photography, damage assessment and other duties. The engine can be shut down in flight and the aircraft glided for complete silence, but paramotors are almost inaudible when flying at over 600 metres.
Powered paragliders have significant benefits compared to conventional [HARD WING] aircraft. They are extremely compact and mobile, and can be stored on the back of a bakkie or the boot of a large car, and are also light – an average backpack unit weighs around 20-30 kg. They are considerably cheaper to operate than even light sport aircraft or microlights, with a fuel burn of several litres per hour – in comparison, a four/six seat light aircraft can cost around R1 000 an hour to operate, and even the smallest helicopter, such as a Robinson R22, costs around R2-3 000 an hour. They are also drastically cheaper to buy, with a complete unit comprising paraglider (wing), motor and cage coming in at R100-200 000.
Another advantage of paramotors is their flexibility and versatility. Whereas most fixed and rotary wing aircraft pilots are required to file flight plans before takeoff, and must remain at certain altitudes, paramotors are not as heavily regulated, and can fly without a flight plan, and at extremely low altitudes.
Although they do require a license to be flown in South Africa, powered paragliding is relatively cheap to get into, with a license requiring 35 flights and 8-12 hours in the air, two open book exams and a radio license course. At R15 000, all of this comes to less than a third of what a private pilot license (PPL) would cost.
Especially in South Africa, paramotors are an attractive alternative to unmanned aerial vehicles (UAVs), or drones, as flying an UAV commercially is a cumbersome process as the UAV pilot and aircraft need to be licensed and a certificate is needed to fly certain jobs. Although smaller UAVs are cheaper than powered paragliders, high-end professional units can cost almost as much as a paramotor. Struwig believes it is more accessible to fly a paramotor in South Africa than a UAV, as it is cheaper to train on a paramotor and legally much easier to fly than a commercial UAV.
It is also presently extremely time-consuming to obtain a commercial UAV license from the South African Civil Aviation Authority (SACAA), with many operators waiting up to 18 months. The SACAA is trying to reduce the waiting time, but without adequate staff and hundreds of applicants, the situation is unlikely to improve anytime soon.
A powered paraglider typically comprises the paraglider wing attached to a frame and harness that accommodates the pilot, engine, propeller and fuel tank. Foot-launched or ‘backpack’ units typically carry one person (with a payload capacity of 100-200 kg) while larger wheeled trikes or quads generally fit bigger engines and can carry up to two people. Two stroke engines dominate powered paraglider propulsion due to their low weight and high power output, but quieter, smoother and more environmentally friendly four stroke engines and electric motors are also available. Endurance is typically around three hours, but it is possible to increase this with extra fuel. As the wing is easily detachable, different wings can be used depending on the desired speed, manoeuvrability and payload.
Powered paragliders do not require a runway to take off or land, and, depending on the wind, can be airborne in fewer than 50 metres. Landing is even shorter – a skilled foot launch pilot can land in less than five metres. It is for this reason that paramotors are a common sight over beaches and farms.
Although powered paragliders are versatile, cost-effective and practical, they do have one big limitation: the weather. They fly best in calm air, and as a result most flying usually takes place in the early morning and late afternoon when there are few thermals around and the air is still. If the wind is stronger than 20 km/h, this can result in a bumpy flight, and winds stronger than this can be dangerous to fly in. Powered paragliders are also not designed to fly in the rain, as the water can weigh down the paraglider with potentially catastrophic results.
Paramotors are also restricted to VMC (visual meteorological conditions) flying, meaning they cannot fly when the pilot cannot see around him, such as when flying through cloud or fog. Flying is also limited to 15 minutes before sunrise and after sunset.
Although paragliders are limited by payload and weather, their advantages of cost, portability, flexibility and ability to take off and land almost anywhere are making them increasingly popular aircraft for both leisure and practical use, including defence and security.
****
SOFT Wings: Soft SPOT TOs & Ls: Insertion/Extraction of Spies/Commandos for GROUND Actions
ParaHawks vs. James Bond: No Such Thing as Bad Publicity?
Why No Scaramanga Flying Car Dioramas, Eagle Point?
A ram-air parachute as the "wing" for an ultralight actually flies instantly when it kited into the air above you. Your take-off follows also near instantly as you move forward to add more induced lift--airborne as in breaking ground contact in 2 to 15 feet? You'e inches off the ground but you need more distance to climb--no trees around, no hurry as PPG Tucker Gott loves to linger over the ground surfing with his toes. This is not for me; after take-off I want maximum climb and be above treetops: 100 feet AGL.
Worst case scenario surrounded by trees your SPOT take-off & landing requires a baseball diamond-sized opening to spirul up & out as Del Schanze demonstrated. If no trees are nearby, your TOL only requires a SPOT--which is defacto VTOL without the fatal complications of a helicopter.
https://www.youtube.com/watch?v=n_MhmafTJKs
Thus, the actual main benefit of PPGing is SPOT TOL aka SPOTLY compared to VTOL, STOL and eSTOL--you can operate essentially anywhere in mild weather at the beginning of the day and before nightfall. With night vision goggles (NVGs) and away from normie libtard civilian pussy restrictions, PPG's actual operating range is just before dusk, ALL NIGHT to the early morning. Bad rainy and windy weathers during the middle of the day are off-limits which is not a bad thing since the enemy is most visible then and not likely to move.
SPOTLY is best utilized to insert/extract spies & commandos; silent approach at 2, 000 feet AGL, turn engines OFF and land. Pack-up the PPG wings/fans to be towed and/or cached hidden for the exfiltration. Because the 007 writer Bruce Fierstone hates the Russians as a typical Illuminati tool, he doesn't end "The World is Not Enough" with Russian SPETSNAZ commandos in a max battle finale SPOTLY-inserting by ParaHawk ski PPGs to save James Bond and M. This is tragic as a key capability wasn't shown just to make a new MILINDCOMP cash cow boogie man for Wall Street.
Instead, Fierstein has the machine-gun-firing, ParaHawks as air/ground ATTACK means in a duel vs. Brosnan's 007 on skis with PPK semi-automatic pistol (SAP). ParaHawk SPOTLY landing capabilities are shown as shedding soft wings, their fans drive their skis making them snow-mobiles. IRL, Bond and the uber lovely Sophie Marceau would have been gunned-down. I don't appreciate Fierstein having Bond murder Marceau's character just to further this Bond-as-evil-hit-man-bad-ass narrative that Fleming DID NOT wallow in; his Bond is primarily an INTELLIGENCE AGENT not a killer. Of course, in the movie, 007 destroys all the ParaHawks with his Willy Bogneresque skiing and SAP.
PPGs with skis or wheels can be ground-mobile air/ground vehicles requiring more SPOTLY area to roll than walking back-pack PPG units--but they are loud and burn up yet more of their limited fuel. PPGtrikes and PPGquad wheels should exploit their hard body structures to hold things like sensors and machine guns etc. while camouflaged & static to conserve fuel for air movement in exchange for TIME--staying power on the ground to surveil and/or guard. Back-pack PPG units should have 2x wheels for walking or folding electric 4" wide, fat-tire, mountain bike towing for ground mobility without having to engine burn fuel. Of course if the eFFTMTB was the seat the PPG is attached to, you have a ParaBIKE that easily transitions into ground movement by packing up the wing into a stuff sack and GRIMLOCK clip-attaching it the the fan unit. Another way to look at it is making the PPGtrike or PPGquad into something the pilot can PEDAL and/or electric motor for no-engine-fuel-use, ground mobility. Smart asses already have posted YOUTUBE videos of a PPG fan on their backs noisily pushing them while riding 2-wheel bikes.
HARD Wings: 24/7/365 Air Observation/Attacks
While you can with soft wings air recon & attack at 25 to at most 50 mph, they can't be safely flown in the middle of the day or in high wind conditions--hard winged aircraft can if they are larger than hand-toss launched drones--the RQ-21 ScanEagle/Blackjack is large-enough to fly all-the-time but needs a catapult launch trailer and a net to recover and be SPOTLY. U.S. ARMY battalion mortars should own & operate these drones.
combatreform.org/120mortars.htm
Hard wings mean 100 mph forward speeds compared to 25 mph with soft wings; faster stall speeds means more landing roll than a PPG's wings instantly stopping if you touch the ground and reduce power. A tilt-wing plane could operate SPOTLY because its hard wings can be rotated in/out of forward flight--these are the future of military aviation--not crap techno-dead-end helicopters.
Grasshoppers are SPOTLY Capable & Combat-Proven
Have you seen the INSTANTANEOUS TOs & Ls Grasshoppers do? Their SPOTLY capabilities of WHAT RIGHT LOOKS LIKE. Watch YOUTUBE vids of the Oshkosh air show ultralights etc.
Alone & Unafraid: the LT Kowalik WW2 Observation Grasshopper Pilot in WW2 Story
EXPANDED AND REVISED 2017 Edition. Over 110 illustrations and photographs; this new edition includes 90 more illustrations than the 2005 book. ALONE AND UNARMED is the story of a lone US Army Liaison Pilot, Staff Sergeant Ernest Kowalik, flying the military's version of the 65-hp Piper "Cub", during the Italian Campaign in WWII. Flying without an Observer, because he was the "spare" pilot for the 88th Division Artillery HQ Battalion, Kowalik actually flew more than twice the average number of sorties and hours than the typical division Liaison Pilot, often at dangerously low altitudes. Artillery spotting and scouting for the 88th Infantry "Blue Devil" Division, he saw a wide variety of action, from destroying large enemy guns and rescuing supply caravans from ambush, to making possible several significant breakthroughs of enemy lines. Join Staff Sergeant (later Lieutenant) Kowalik as he relives significant episodes of the world's struggle for freedom in that time. "Directing artillery fire from an unarmed, unarmored light aircraft was surely one of the most dangerous tasks performed on a daily basis during World War II. Flying from rough, unimproved airstrips, often within range of enemy shellfire, added to the perils faced by Field Artillery pilots, as did the ever present threat of bad weather. Such operations are covered in graphic detail by Ernest Kowalik, whose "Alone and Unarmed" is a welcome addition to the small number of books on a little known aspect of WWII." KEN WAKEFIELD, author of Lightplanes at War, The Flying Grasshoppers, and Luftwaffe Encore. About the Editor/Continuation edition: John R. Bayer worked with Mr. Kowalik to reprint his 1968 memoirs in 2005. Following Ernest’s passing, he was given permission by Ernest’s children to reprint his memoirs. John has an extensive background in history and freelance writing, and an MA with an emphasis in screenwriting from the State University of New York.
90 more illustrations - only $14.95 plus $2.00 Media Mail shipping for Combat Reform readers! Priority Mail extra.
Pay via Paypal to jrbayer3@yahoo.com, or send check or money order to:
John Bayer
913 Beaumeade Ct
VA Beach, VA 23462
****
New Orleans DA Jim Garrison who went after the CIA for murdering POTUS JFK was also a WW2 Grasshopper combat pilot.
BS western militaries lacking manned O/A STOL grasshoppers aka Alaskan Bush aircraft, elusive enemies are getting way all over the world as the BS bureaucratic check-the-block, drone with soda straw vision drones above 2, 000 feet can't see shit. If you actually wanted to WIN and END wars you would instead, silence a STOL grasshopper with pilot/observer to be stealthy at 1, 000 feet AGL with multiple blades, JP-8/diesel engine muffling and sky camouflaged by see-thru wings/fuselage say with a folding-wing Chris Hines CH701 with ground mobility by trailer for a simple-to-operate military grasshopper 3rd World Allies like the Afghans can effectively use.
combatreform.org/grasshoppersmustreturn.htm
combatreform.org/killerbees.htm
The U.S. ARMY should be pushing STOL grasshoppers instead of BS technological-dead-end helicopters that can't do the job of finding elusive foes.
eSTOL--TO & Ling in under 300 feet flat, open areas is done now with ultralights whose pilots are already asking the can I operate from here? questions based on what they see/perceive from the air. Shame on the U.S. ARMY for turning into helo-pussies! Helicopters are perfect excuses for NOT FLYING and NOT FINDING THE ENEMY. Dixon's On the Psychology of Military Incompetence in today's RACKET THEORY form!
Off Field with a Rans S-7 Courier
https://www.youtube.com/watch?v=zJ-lanSJc40
From the air, the hard wing pilot must ascertain an eSTOL or STOL landing field for its stall speed/runway length. With the help of GOOGLE maps, ultralight pilots are making good-enough flight plans that get them to candidate landing areas that can be closely inspected and a safe landing or no landing decision can be made. If this is somehow too much work for the lazy helicopter pilot, this is the lazy bureaucractic corruption in action.
The hard winged O/A plane should be ground-mobile by folding wings so its TO & L eSTOL or STOL Forward Operating Locations (FOLs) can be ascertained without the need for ANY flying by GOOGLE maps satellite survey and ground inspection aka PATHFINDING. In other words, another BS helicopter bragging point is demolished.
HARD Wing Air/Ground Vehicles: Persistent Air Surveillance, Large Payloads
As stated earlier, the body of a hard-winged, aircraft on the ground can be a helpful shelter and sensor/weaponry mount; if really well-esecuted, it can be a ground mobility, car, van or tank. Whereas soft-wing aircraft could be easily made into lightweight ground vehicles by pedaling, electric motors, larger hard-wing aircraft have to subliminate or shed these wings and could be civilian normie cars. The standard civilian normie car is fully-enclosed and easily used as a long-term surveillance platform--people even live in them as homes 24/7/365.
It behooves the TerraFugia air/car makers to stop playing around and put these into production to break the BS unsafe Cessna General Aviation (GA) paradigm that if you want air transportation from A to B because disorganized America doesn't have a comprehensive High Speed Train (HST) system, you must go from airport to airport where you are stranded without ground mobility once you get there. The stigma of having to find an airfield to land, be-stranded in the face of bad weather kills thousands of people needlessly. With the aerocar, you land, and continue your trip on the roads and/or pull in to a hotel for rest, the weather to clear for flying etc.
James Bond 007, Scaramangas Flying Car, Man With The Golden Gun,scale modelHi Made by Griffin Aerospace Models of Fort Worth Texas
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****
It seems prudent to not have to subliminate hard wings into an aerocar because envious black hedonists criminals might vandalize it since they lack the stoical character to earn the money and pilot wings to own/operate aircraft. It seems better to have the aero unit's wings detach into a towed trailer that doesn't attract thug attention. The Sprinter van has plenty of body area to hide folding wings and propulsion unit so an AeroVan would look exactly like other civilian normie vans should be created.
Air/Ground Vehicle Design Think
WHAT RIGHT LOOKS LIKE: U.S. ARMY Clueless Permeated Today with BS Helicopters
The STOL aviation-history-ignorant Beaver braggart video line drawing depicts the essence of a flying cargo truck:
https://www.youtube.com/watch?v=b2hZe9ToaEI
I REALLY get pissed off at the dumb 20-something proclaiming an air travel-only personal vehicle is a "flying car". If it cannot travel on-the-ground like a car ITS NOT A FUCKING FLYING CAR.
That the U.S. ARMY doesn't yet having flying trucks/tanks when the know-how technologies have been available for DECADES is shame on it--and proof its not a profession and instead is a mindless bureaucracy continually repopulated by unimaginative dumb-asses.
The essence of flying by air pressure differential lift is being LESS DENSE to spread wings like birds or a cape like flying squirrels. Its like God has given man direct imitations to emulate--Jesus was a carpenter. Think about it.
On the ground birds/squirrels live miserable, hyper-active, hyper-digestive lives--which is why God created denser, slower metabolism and thoughtful mankind to be the caretakers of the Earth. God gave man arms/hands with precision dexterity to make wonderful machines to mimic what animals do biologically. Think about it.
Ground vehicles have to be MORE DENSE to move across the Earth while in direct contact--man is a biological bipedal-machine that can run for short distances at 25 mph and 1-7 mph walk for 25 miles each day on a mere 1 pound of food and 30 pounds of water. This efficiency can be exploited on a pedal bicycle for 25 mph speeds in 1 hour and 100 miles in a day for the same food/water cost.
To fly the dense man with a less dense machine is done by combining the two temporarily. The socio-economic problem with this is we've create a mini-society of aircraft-flying pussies who don't want to taxi around denser physically--and intellectually--studs who are willing to fight in the face of kinetic energy threats. The fly boys and girls don't want to fly the relatively light grunts much less the denser light tanks they need to prevail in combat.
To smash this socio-psychological mess, we need air/ground vehicles aka flying tanks cutting out the aviator pussy middleman and his never-ending neurotic fears of flying by flying only as high as needed to break contact with Earth obstacles and enemy human mines/ambushes. Just above the tree tops. If the flying tank crashes no big deal its not that fucking high--usually 50 feet--and not going that fast--100 mph. The AeroTank commander sees the Non-Linear, 720 degree Battlefield (720 NLB) from VV, DV and HV via air/space/land recons, and simply flies without a huge bureaucratic red tape checklist drill to "over there" just like Tucker Gott cavalierly does in his PPG. The AeroTank can take small arms fire hits and keep flying; moreover, it can eSTOL spot-land anywhere.
If the AeroTank is to subliminate its wings/propulsion unit aka Aero unit--like the wheeled civilian Sprinter van--it has enough surface area albeit it places these means at a damage risk during land battle.
Detachable Aero Units
https://www.youtube.com/watch?v=6aEINuRgpbI
https://www.youtube.com/watch?v=6B-QUGSCV6c
M113A8 AeroGavin Flying Tank
https://www.youtube.com/watch?v=24Rr03hqDec
The best approach is like making the PPG mobile--TOW the Aero unit as a separate entity that can be detached and protected during the firefight and recovered afterwards for aeromaneuvers. This same truth applies to the most efficient ways to resupply ground vehicles: trailers.
combatreform.org/trailers.htm
Fear of Flying for 3D AeroManeuver
Let's face it: the USMIL is full of fakes; loud-mouthed pussies afrain of flying. Unfortunately, these Type B personalities congregate into armored cacoons aka the "mech pussies" of heavy units who certainly don't want to risk their lives flying in fuel-laden aluminum coffins flown by someone else.
To break this mental bottleneck of cowardice, we need a technotactical solution: the flying tank so we can find the studs who want to both fly and fight well--which means armor protection to advance in the face of enemy fires and not just go to ground and cry for supporting arms firepower help which doesn't always work.
Semper Airborne!
James Bond is REAL.
NOTES
https://www.nytimes.com/2020/07/16/world/asia/afghan-drone-program.html
$174 Million Afghan Drone Program Is Riddled With Problems, U.S. Report Says
Overhead surveillance is critical to fighting the Taliban, but the American military’s effort to equip Afghan forces has fallen short, according to an independent watchdog.
An American effort to train Afghan forces on using small drones has faltered, according to a watchdog report.Credit...Jalil Rezayee/EPA, via Shutterstock
By Thomas Gibbons-Neff
July 16, 2020
WASHINGTON — A watchdog report on Thursday harshly criticized a $174 million Pentagon drone program that was meant to give Afghan forces an advantage over the Taliban but has instead shown few gains.
The report from the special inspector general for Afghan reconstruction [EDITOR: SIGAR] cited delays and a lack of oversight or clear metrics for success for the program, known as ScanEagle. The report found several issues plaguing the program, including inadequate training for Afghan forces, who displayed an “inability to account for ScanEagle equipment” and failed to exploit the intelligence gathered by the drones for military missions.
“As a result of these delays and challenges,” the Defense Department “lacks information necessary to track, understand and improve the return on its $174 million investment in the program, and is poorly positioned to transfer responsibilities” to the Afghan National Army, the report said.
In written responses to the report, the American-led mission in Afghanistan defended the program, noting that the Afghan army now requires minimal assistance from military advisers, that it rigorously vets troops working on the drones and that the equipment is used daily for operations even though “it may not be to Western standards.”
As American forces began withdrawing from Afghanistan in 2014, the drone program was a Pentagon attempt to mitigate a shortcoming of Afghan troops: an inability to surveil the battlefield from the sky. Airstrikes and overhead reconnaissance are crucial to fighting Taliban militants, who have used guerrilla-style tactics to move and hide in Afghanistan’s untamed geography since the beginning of the 18-year war there.
As American forces plan to complete their withdrawal in the coming months under a peace agreement with the Taliban, and attacks on Afghan forces steadily increase, programs like ScanEagle are meant to be essential at keeping the Afghan military afloat as U.S. and international support dwindles. The fledgling Afghan air force is years, if not decades, from conducting surveillance and airstrikes on its own.
But the nearly 50-page report, awash in acronyms and tables [EDITOR: too much for dumb marine writer to read?], paints a familiar picture of the American war effort. The ScanEagle program is one of hundreds of Pentagon-funded misadventures aimed at molding Afghan security forces into a Western fighting force. Since 2005, the Pentagon has spent nearly $47.5 billion on equipment and other military programs for Afghan forces. [EDITOR: not one penny to build an AFPAK sensor/security fence needed to smother the conflict as any good Roman general would have done]
At the report’s core is mismanaged expectations set forth by the program’s overseers at its inception in 2015. “We’re training the Afghans to take over this mission on their own,” Ben Meyle, a former [U.S.] Army sergeant turned ScanEagle instructor, told Stars and Stripes in 2016.
But according to Thursday’s report, the Afghan National Army “will require continued U.S. government financial and technical support to sustain the ScanEagle program.” The contracts are overseen by the Naval Air Systems Command and Insitu, a Boeing subsidiary that fields the aircraft. [EDITOR: 50% crash rate--what's not to love about the drone racket?]
The ScanEagle is a small drone with a 10-foot wingspan, less capable than the larger, higher-flying armed drones such as the Reaper. [EDITOR: flies so high the enemy is not spotted. Good one!] Used by the American military in both Iraq and Afghanistan, the ScanEagle is launched by a catapult, lands by flying into a net and sounds like a lawn mower. The drone’s camera beams video to an operator on a nearby base.
Original training requirements for the ScanEagles aimed to teach 12 to 20 Afghan students in 11 weeks on how to operate the small drone, but that was later changed to about 28 students in roughly a year, according to the report. This change centered on the addition of a six-month English-language course and an education in basic computer skills to the curriculum. In 2018, the attrition rate for the program was 31 percent, the report said.
The Afghan military was unable to account for 27 of the 87 Soldiers certified to operate the ScanEagle drones, according to the report. And of the 60 Soldiers assigned to operate the ScanEagles at sites around the country, an average of 17 were absent “because of sickness, annual leave or unknown reasons,” the report said.
ScanEagle equipment has become an issue, too. American officials in Afghanistan told the inspector general’s office that they were concerned that the Afghan National Army “does not know where the equipment it owns is or whether it is being used appropriately.” Afghan law enforcement agencies also “seized a stolen ScanEagle vehicle that a criminal intended to sell to a suspected terrorist organization for $400,000,” the report said.
American officials expressed concerns that the ScanEagle could be weaponized, a common tactic for insurgent groups that outfit small, unarmed drones with homemade devices to drop grenades or other munitions. [EDITOR: Boo Hoo! You sang the praises of drones, now reap the whirlwind, bureaucrat!]
The report comes shortly after the Pentagon announced that it had reduced its forces in Afghanistan to roughly 8,600 troops and that the U.S. military had left five bases, transferring them to Afghan forces, all as part of the peace agreement with the Taliban.
“The United States honors its obligations,” the top Pentagon spokesman, Jonathan Hoffman, said in a statement on Tuesday. [EDITOR: tokenism; how about offering a WINNING AFPAK CONOPS?] “All sides should reduce violence and embark on intra-Afghan negotiations capable of achieving a negotiated and lasting peace for Afghanistan.”
The announcement came after Taliban forces claimed responsibility for a major attack on Afghan forces in a provincial capital in the north, killing at least 11 people and wounding more than 60.
Direct talks between the Afghan government and the Taliban remain stalled amid a dispute over a prisoner exchange.
Effective Sky Camouflage for Human Anti-Gravity Craft (AGC): Normie Sheeple Don't Even have to Hug God-is-Dead, ET, either!
Smartass normie do-nothing mocks WW1 German see-thru aircraft sky camouflage woes with primitive materials--an idea before the technology is ready--as it is TODAY: https://www.wearethemighty.com/mighty-history/german-stealth-aircraft-wwi/
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