Two interesting AMARC arrivals in April 2006 were vintage North American F-86F Sabres 55-5026 and 55-5035. They arrived in a dismantled state for storage on behalf of the United States Air Force Museum (USAFM) at Wright Patterson AFB, OH. 55-5035 is little more than a tail section but 55-5026 is reasonably whole.

These F-86F were originally supplied to the Republic of China Air Force (RoCAF) under MAP (Military Assistance Program) and evidence of this can be seen on the fuselage of 55-5026 where chinese writing is present. After retirement from the RoCAF these F-86 and many others were returned to the USA for conversion to QF-86 pilotless drones at Naval Air Weapons Station China Lake. When the QF-86 drone program had finished a number of unconverted F-86s remained stored at China Lake, over time many of these found there way into museums and private hands.

The sectioned fuselage of North American F-86F Sabre 55-5026 strapped down on delivery pallets. © Phil Kovaric.

Chinese writing on the side of F-86F fuselages gives a clue as to their previous service with the Republic of China (Taiwan). © Phil Kovaric.

F-86F 55-5026's unassembled wings, tail and horizontal stabilizer.

The sectioned fuselage of North American F-86F Sabre 55-5026 strapped down on delivery pallets. © Phil Kovaric.

It appears that 55-5026 left China Lake in the late 1990s to the Budd McGhee Air Park collection in nearby Inyokern. The USAFM acquired the F-86 and it was moved to Wright Patterson AFB, from here it was delivered to AMARC. 55-5035 left China Lake and eventually ended up at the Southern Museum of Flight, Birmingham, AL. The main fuselage was restored to display condition using the tail from another F-86F. Its original tail is what is now at AMARG.

These aircraft will most probably be used for trade to obtain additional display aircraft or material for the Museum.

The North American F-86 Sabre was a highly successful fighter aircraft and served in large numbers during the Korean War. Many foreign air forces flew the type, supplied new from the factory and also through MAP. MASDC (as AMARC/AMARG used to be known) saw several hundred of the type arrive in the 1960s from Air National Guard, Tactical Air Command and also from various foreign customers. The vast majority were scrapped by the first years of the 1970s although a few were still stored up until the middle of the decade.

Specifications

The McDonnell Douglas C-9B Skytrain II, a military version of the McDonnell Douglas DC-9 airliner, has been in use with the US Navy for over 30 years.

A total of 27 C-9Bs were delivered to the US Navy. The earliest 12 were produced in the early 1980s by converting civil DC-9 airliners, the other 15 were produced on the McDonnell Douglas production line during the 1970s and 1980s. The major difference between the airliner and military versions of the DC-9 is the large cargo door which was added to the port side of the aircraft and other necessary cargo-handling features which allows for the conversion to either a full or partial cargo configuration.

The C-9B has proved to be a capable and flexible asset with the ability to change interior configurations to specifically meet cargo or passenger airlift mission requirements. During 2002 alone, the US Navy C-9B fleet accumulated more than 25,600 flight hours, transporting more than 250,000 personnel and 7 million pounds of cargo to locations throughout the world.

In common with the C-9A Nightingale, the Air Force Aeromedical Evacuation version of this aircraft, age, increased support requirements and noise regulations has prompted their replacement with a newer type. The upgrade of the C-9B fleet was initially considered but even with the replacement of engines and avionics the fleet would still consist of 30 year old airframes with considerably less performance than some of the more modern aircraft types now available.

The aircraft chosen to replace the C-9B, the Boeing C-40 Clipper which is a military version of the Boeing 737-700C airliner, has provided the US Navy with a faster aircraft with an extended flight capability, which meets the strict international noise regulations. The US Navy is very keen on replacing their older aircraft types and the C-9 is just one of the many US Navy types arriving at AMARC over the last few years.

Fleet Logistics Support Squadron FIFTY SEVEN (VR-57) have recently begun their transition to the new Boeing C-40 Clipper and as a result one of their C-9s (164605) arrived at AMARC on June 9, 2005 for long term storage. It joins three other C-9Bs which have been retired to the Center since the end of 2001.

The C-40 has had a slow and steady introduction into service, with Fleet Logistics Support Squadron FIFTY NINE (VR-59) being the first squadron to convert to the type at the end of 2001. The Naval Reserve believes that the C-9Bs should be replaced by C-40s on a one-for-one basis but studies are currently underway to assess what the actual airlift requirements are and the final aircraft purchases will be based on the results of these studies.

Specifications

General Specifications

Performance

The McDonnell Douglas C-9A Nightingale is a much modified version of the civilian DC-9 airliner which was brought into service in 1969 specifically for the movement of litter and ambulatory patients. To this date the C-9A has remained the only aircraft in the USAF inventory that is dedicated to this role. It has served not only the military but also Department of Veterans Affairs and civilian hospitals throughout the world, and has been a very familiar sight at both military and commercial airfields.

On July 23rd 2003 the Air Force made an announcement that it was retiring their entire C-9A fleet and that this would be completed by 30th September 2003. The age of the aircraft has been one of the contributory factors in this decision. The noisy and inefficient engines would not meet strict new noise regulations without an expensive refit.

The C-9A has an outdated cockpit and navigational aids and as time has passed support costs have increased considerably. The second and probably the main reason behind the decision is the reduction in transported patient numbers. In 1995 the C-9A fleet transported over 70,000 patients. By 2000 that figure has dropped to 15,000 and new estimates quote a figure of 3,000 patients by the year 2005, it was felt that this level of work does not justify maintaining a dedicated aeromedical capability.

Currently there are no plans for a direct C-9A replacement. It was announced that the medical airlifts that the 30th AS fleet carried out from Yokota AB, Japan will be taken over by Boeing KC-135 from Kadena AB and the C-141 Starlifter and C-17 Globemaster fleets already carry out long distance aeromedical flights from many parts of the world back to CONUS. However, the C-141 is currently being withdrawn from active service and the C-17 is considered an overstreched resource. One idea that may be investigated further is the utilization of yet another military version of the Douglas DC-9, the VC-9C. The 89th Airlift Wing operates three of these aircraft from Andrews AFB, but they themselves are due to be replaced in the near future by the Boeing C-40B, a military version of the Boeing 737-700 commercial airliner.

During 2002, due to the reduced aeromedical requirement, the Air Force made the decision to utilize the C-9s for non-medical missions, including the movement of combat troops. To remain within Geneva Convention rulings the distinctive red crosses which were worn on the tails of the C-9's since their introduction into active service were painted out. The tails have remained plain white until their arrival at AMARC.

Specifications

General Specifications

Performance

In February 2010 the US Department of State announced its intention to purchase up to 110 Sikorsky S-61Ts, to support its operations in Afghanistan and other countries around the world. An agreement was signed with Sikorsky.

Carson Helicopters, a major civilian operator of the S-61, is a joint developer with Sikorsky of the S-61T Triton which is a fully modernized version of the elderly S-61 which was designed and entered service in the early 1960s. Despite its age the S-61 has an excellent reputation as a reliable workhorse with a strong and durable construction, and it is these qualities which make their re-manufacture a viable alternative. Each conversion takes six months to complete and provides a full Sagem “glass cockpit”, a modular wiring harness, engine and transmission improvements, and composite main rotor blades in order to add extra speed and another 1,200 pounds of lift capacity.

Over twenty SH-3 Sea Kings, the military version of the S-61, comprising of SH-3D, SH-3G and SH-3H have been sourced from AMARG and provided with civilian registrations prior to being overhauled. Several more have been allocated for the project but remain in AMARG, awaiting their turn.

The first converted airframe was delivered to the U.S. State Department on December 2, 2010.

Sikorsky SH-3D Sea King 154113. This SH-3D left AMARG on 24-AUG-2011 and is now registered to the U.S. State Department as N113WR. © Phil Kovaric.

Sikorsky SH-3G Sea King 149723, ex. NASA 735. This SH-3G left AMARG on 28-APR-2011 and is now registered to the U.S. State Department as N723AW. © Phil Kovaric.

SH-3H Sea King 156489. This SH-3H left AMARG on 26-JUL-2010 and is now registered as N489WR with the U.S. State Department. © Phil Kovaric.

Sikorsky SH-3H Sea King 148988. This SH-3H left AMARG and is now registered to the U.S. State Department as N988AW. © Phil Kovaric.

Sikorsky Press Releases

Troy Facility Completes S-61 Airframe Modernization for U.S. State Department

23-MAY-2012

Sikorsky - TROY, Alabama - Sikorsky Aircraft’s Troy, Ala., facility announced today it has completed the structural modernization of its first S-61T™ airframe, which will now undergo completion at Carson Helicopters for eventual delivery to the U.S. State Department for diplomatic service in Afghanistan. Sikorsky is a subsidiary of United Technologies Corp.

The State Department signed an agreement in 2010 to purchase up to 110 modernized S-61™ aircraft that Sikorsky is refurbishing under its S-61T™ Program, managed by its aftermarket business Sikorsky Aerospace Services. The program includes the upgrade and installation of composite main rotor blades, state-of-the-art glass cockpit, modular wiring harness, and modern survivability and force protection enhancements – all of which dramatically improve aircraft capability and supportability. These enhancements result in an aircraft with improved safety, and 15 percent greater performance with a lower operating cost. The number of aircraft the State Department purchases will depend upon need and availability of government funding.

“With its rugged endurance, spaciousness and lift capabilities, the Sikorsky S-61 helicopter has proven to be a dependable, multi-mission aircraft and provides a capable solution for our customers looking for a utility aircraft with a legacy of strength and reliability. Our S-61 helicopter is the best value proposition in the industry,” said John Johnson, S-61 Program Director, Sikorsky Aerospace Services.

Sikorsky Aerospace Services launched the program in 2010 with Carson Helicopters, and so far has delivered 14 modernized S-61 aircraft to the State Department.

The Troy facility employs more than 640 people and produces SEAHAWK® airframes, and BLACK HAWK and CH148 Cyclone™ subassemblies for U.S. and foreign military customers. In 2012, the facility also began modernizing S-61 airframes for the upgrade program to take better advantage of available production capacity. Previously the airframes were all modernized at Carson Helicopters in Perkasie, Penn. The Troy facility has developed capacity to refurbish up to six aircraft in flow, with the program employing more than 100 people.

The S-61 helicopter has long been acclaimed as an industry workhorse. For more than 50 years, the aircraft have reliably and safely performed missions for U.S. and foreign allied militaries. The latest airframe first entered service as an SH-3D aircraft with the U.S. Navy in November 1966 and primarily performed antisubmarine warfare.

“Our workforce here in Troy is highly skilled and understands the importance of the work we do in support of our nation and military allies,” said facility General Manager Jason Lambert. “Completion of this first modernized airframe represents a big milestone for us. Our team is extremely proud of our ability to utilize world class lean manufacturing techniques to create capacity for this important program.”

Sikorsky Aerospace Services, a Sikorsky company, provides comprehensive support to rotary- and fixed-wing operators throughout the world. It offers its military and commercial customers a full portfolio of support services, including material distribution, maintenance, overhaul & repair, aircraft modifications and life-cycle support. Sikorsky Aircraft Corp., based in Stratford, Conn., is a world leader in helicopter design, manufacture, and service. United Technologies Corp., based in Hartford, Conn., provides a broad range of high technology products and support services to the aerospace and building systems industries.

US Department of State Orders Three Additional Upgraded S-61 Helicopters

Sikorsky - SHELTON, Connecticut - Sikorsky Aerospace Services today announced that the U.S. Department of State (DoS) has ordered three additional upgraded S-61 utility helicopters, bringing the total number purchased by DoS to 29 aircraft to date. Sikorsky Aerospace Services (SAS) is the aftermarket division of Sikorsky Aircraft Corp., a subsidiary of United Technologies Corp.

“The S-61 helicopter is known as an industry workhorse and for decades has reliably performed missions for U.S. and foreign allied militaries. The upgraded S-61helicopter can be outfitted to meet a wide variety of requirements, and we believe it provides ‘best-in-class-value’ for a mid-size, multi-mission helicopter. In December 2010, we proudly delivered the first upgraded S-61 aircraft to the U.S. State Department for passenger and cargo transport missions,” said John Johnson, Director, S-61 Programs.

The three aircraft will transport diplomatic personnel in Iraq and Afghanistan. Building on the S-61 helicopter’s 50-year legacy of dependability, SAS initiated the S-61 Upgrade Program in early 2010. As Sikorsky’s launch customer, the DoS has entered into a five-year IQ (indefinite quantity) agreement with the option to purchase up to 110 upgraded S-61 aircraft. This IQ purchase agreement serves as the contracting vehicle for any U.S. government agency to purchase upgraded S-61 aircraft.

The upgraded S-61 helicopters will undergo a full structural refurbishment with all major dynamic components zero-timed and key upgrades provided, including new composite main rotor blades (CMRB) and a survivability suite. The customer can select additional options such as a state-of-the-art glass cockpit and crashworthy primary and auxiliary fuel systems.

Sikorsky Aerospace Services, a Sikorsky company, provides comprehensive support to rotary and fixed wing operators worldwide. It offers its military and commercial customers a full portfolio of aftermarket support services, including material distribution, maintenance, overhaul & repair, aircraft modifications and life-cycle support.Sikorsky Aircraft Corp., based in Stratford, Conn., is a world leader in helicopter design, manufacture and service. United Technologies Corp., based in Hartford, Conn., provides a broad range of high technology products and support services to the aerospace and building systems industries worldwide.  

S-61T Project Termination

Summary of Regenerated SH-3

These Google Maps aerial images of the Specialized Aircraft yard show the 14 Sikorsky SH-3 Sea Kings shortly after they left the facility. They were delivered to the yard, which was situated right next to the southern boundary of AMARC before it was closed, to await their onward delivery to Carson Helicopter's base located in Perkasie, PA.

One of the most interesting aircraft types to be stored at AMARC is the pilotless Lockheed D-21 Reconnainassance Drone. The D-21 is a stand-off high speed, high altitude reconnainassance drone that was the result of a 'Black' project, codenamed 'Tagboard', carried out by the famous Lockheed Skunk Works at Palmdale, CA.

The D-21 was powered by a Marquardt XRJ 43-MA20S-4 Ramjet engine, a modified version of the XRJ 43-MA20 engine which powered the Bomarc surface-to-air missile. The modifications were neccessary to ensure the engine would operate efficiently at the much lower pressures and higher temperatures that would be experienced while operating at speeds in excess of Mach 3 and altitudes of over 90,000 feet. The ramjet, by its design, can only start delivering thrust at a very high airspeed and as a result the D-21 required a delivery platform which would accelerate the aircraft to its operational velocity.

Lockheed converted two of their Mach 3+ capable A-12 Blackbird aircraft, serial numbers 60-6940 and 60-6941, to become D-21 motherships, these modified aircraft were designated M-21. The modifications allowed the D-21s to be carried 'piggyback' on top of the M-21 rear fuselage to designated launch points. Before launching the D-21 engine would be started to help accelerate the paired aircraft to the Mach 3 launch speed. After reaching the launch speed the D-21 fuel tanks would be topped off, the combination would seperate with the use of ballistic charges and the D-21 would continue its mission powered by its ramjet engine. On completion of its mission over a designated landmass and its return to 'friendly' airspace the D-21 would enter an unpowered descent. At 60,000 ft a hatch assembly was ejected and the drone's camera and exposed film would be jetisoned and recovered in mid-air by a Lockheed C-130 Hercules transport aircraft. Having no landing gear or other means of recovery, the D-21 would self destruct at 52,000 ft after completing its mission.

Lockheed D-21B Drone 531 being stored in the U.S. Air Force Museum storage area (Area 20). This aircraft was eventually scrapped in September 2013. © Phil Kovaric.

Lockheed D-21B Drone 536 in storage within Area 1. This aircraft was eventually scrapped in Septemer 2013. © Phil Kovaric.

Lockheed D-21B Drone 522 in storage within Area 1. This aircraft was eventually scrapped in Septemer 2013. © Phil Kovaric.

Row of Lockheed D-21B Drones (top right) in storage within Area 1, shortly after their arrival at AMARC. © Bob Shane.

The first flight of a D-21 took place during December 1964, the first actual launch of a D-21 took place on March 5, 1966, followed by two others on April 27, 1966 and June 16, 1966.

The fourth launch which took place on July 30, 1966 ended in disaster when D-21B #504 lost control after seperation and struck M-12 Blackbird 60-6941 resulting in both aircraft being destroyed. The two M-21 crewmen successfully ejected but unfortunately Launch Control Officer (LCO) Ray Torrick died while in the water of the Pacific Ocean awaiting rescue. This incident prompted the cancellation of the entire M-21/D-21 program.

In late 1966 a request was made by the Director of the National Reconnaissance Office (DRNO) to 'reorient' the drone program to be launched from B-52H motherships instead of the A-12. Approval was received and in January 1967 Contractor go ahead for the conversion of two B-52 aircraft and neccessary modifications to the remaining D-21 assets was issued. The programme was renamed to 'Senior Bowl'.

A 60 foot long, solid-propellant rocket booster (in essence a second stage) was manufactured by Lockheed which would be used to propell the D-21 to ramjet ignition speed after being gravity dropped from the B-52. All remaining D-21s were modified to support this new configuration and were re-designated D-21Bs. Two B-52Hs (61-0021 and 60-0036) were modified to carry the D-21Bs by adding pylons under each wing, electrical launch control systems and high-speed cameras to record the drone releases.

Between July 1967 and February 1968 all 15 remaining D-21 were upgraded to the D-21B standard by Lockheed at their Burbank, CA. facilities. In addition another 19 D-21B were manufactured taking the total number of available aircraft to 39;

During the the D-21's active service the following aircraft were expended during testing and operational launches;

In total four operational missions were carried out using D-21Bs over China to collect data from the Lop Nor nuclear test area, 2,000 miles from the China/Mongolia border. Due to various technical problems not a single mission resulted in the film being recovered, however three of the D-21s did complete their missions and return successfully only for the film to be lost due to parachute and recovery issues.

In 1971 diplomatic relations with China were improving and the Senior Bowl programme was cancelled by President Nixon.

Between July 1976 and January 1977 seventeen of the thirty eight D-21s built arrived for long term storage at AMARC. Since then many have left for display at various museums across the USA, however, two were transferred to NASA and are currently being stored at one of their facilities at Barstow, CA.

In the late 1990s a proposal was drafted to utilise three D-21s in NASA's possession as vechicles to test and develop a revolutionary DRACO (Demonstration of Rocket and Air-Breathing Combined-cycle Operation) engine. The plan was to use a B-52 as a launch platform, although a ground launch set-up was not ruled out and to develop a recovery system which would allow the D-21s to be re-used. Due to its original mission no low speed flight characteristic data availeble for the D-21 so any idea of multiple landing techniques would need to be proven before incorporated into the final design. When the three NASA D-21s were visually examined they were found to be in relatively good shape with the inlet and engine areas appearing to be clean and well preserved, although the composite leading edge elements had degraded from exposure. No details of the internal condition of the aircraft were noted and it was assumed that they may have been stripped of some parts.

It appears that the NASA proposal was not successful and that the three NASA D-21s are still in storage.

Specifications

General Specifications

Performance