The Krauts put obstacles on the ground, like 6 ft. high poles dug in, all over the place in the fields we (allied troops) were going to land in. These shredded any glider trying to land that couldn’t avoid them. Gliders with skinnier fuselages might avoid most of them, but this wider glider design looks built to collect as many as possible. Those obstacles killed and maimed many troops in the wreckage’s on D-Day.
The transport scene at 00:59:07 is on the old Hwy 101 in Agoura Hills, Ca. just south of Chesebro Rd. So, they must be heading up to Oxnard or Camarillo. This is about the spot that is now a V-intersection (with Agoura Road) where they filmed a funny car chase scene in Mad, Mad, Mad, Mad World. I lived by the clump of oak trees to the right of the large one in the center of the shot, which you can see in the opening credits of Highway Patrol.
After seeing it the first time I was sure that the section of road shown was somewhere on the original two lane U.S. 101 between the San Fernando Valley where they were building the aircraft and Camarillo. The dirt road seen at the very beginning of the shot would have been at Liberty Canyon. The original highway was where the southbound off- and on- ramps ramps to the eight lane freeway are now. The vantage point from which the shot was made is now behind an office building. This footage must have been shot in late winter or spring since the vegetation is abnormally green. Note the corral-like fence structures apparently to contain the vegetation from growing over the highway.
Great film find! At 01:16:04, the man in white shirt, lock of hair dropping on his forehead, who turns and takes a couple of steps I believe is Hawley Bowlus. The pilot, I believe, is Paul Tuntland. The XCG-16 design, load weight was 10,080 lb or 40 troopers and two pilots. Two pilots, plus a Jeep, plus something to pull such as 75mm howitzer or trailer could be carried. A big drawback to the load carried was the comparatively limited height of cargo because of the shape of the cargo section. The XCG-16 design top speed was 220 mph. However, because of wing construction problems #44-76193 was limited to 150 mph during tests. The flights shown on this video were the original flight tests of #44-76193 at Oxnard. This was the acceptance check for that glider witnessed by officers and enlisted men assigned from Wright Field (not combined with Patterson until 1947) and from Clinton County Army Air Field, Glider Branch, glider test & experiment at Wilmington Ohio. Prior to 1947-48 aircraft manufacturers flew the initial flight tests of new aircraft. The USAAF did not fly the initial flight tests of new aircraft. That is the reason Meyers and Tuntland were the pilots. The USAAF pilots flew flight tests after acceptance. Shortly after these acceptance tests, glider #44-76193 was towed overnight from Oxnard to CCAAF using B-17 #41-24519 named "Miss Barbara". Flight crew-chief Bernard Schuster accompanied Lt. J. K. Hutchens and Col. Price flying the B-17 along with the balance of the B-17 crew. Schuster stated they had no problems during the flight and "it was a beautiful moonlit night when we became airborne over the mountains”. A crew chief at CCAAF told me they were not allowed to touch the glider for more than 30 days. Why, he did not know or remember. When it was flown, over 70 hours were flown with certain flights under supervision of the Air Forces Board. After that, it was flown to Florida for additional flight tests for the Air Forces Board. The glider also was flown to Wright Field and to Washington, D.C. for air show display. Post war, the glider ended up in storage at Chicago Orchard Field. For lack of museum/storage space she was destroyed there when O’Hare was expanded in late 1940’s. The MC-1 predecessor to the XCG-16 crashed when unsecured ballast shifted during flight because the glider tow release on the nose failed to open properly. Richard duPont (killed jumping from the MC-1) had arranged to have the glider towed from California to Washington DC loaded with fresh California oranges to be distributed to Congressmen. The idea was to get a contract for procuring the glider through the Commerce Department rather than through the military which had already turned down the design. After having lunch it was decided they had time for another flight before readying for the D.C. trip; this became the fateful flight. Under auspices of the Army Air Forces the MC-1 was towed by Capt Richard Shoop flying a C-60 out of South Plains Army Air Field, Lubbock, TX under orders from General Arnold. If the tests were representative of a last ditch effort to save anything it was to save the XCG-16 not the glider program. The glider program already was well into the CG-10A, CG-13A, CG-18 and CG-20. These last two became the C-122 and C-123 powered, cargo aircraft. Second hand information tells me that Hawley Bowlus did not design the Airstream travel trailer but that Wally Byam knew a good thing when he saw one, designing the Airstream by copying Hawley Bowlus’ streamlined aluminum ideas. During WWII Byam shut his trailer business and worked in the aircraft industry. Post war, with that new expertise in aluminum, he imitated some of Bowlus’ ideas in his Airstream designs. Charles Day, Silent Ones WWII Invasion Glider Test & Experiment CCAAF Wilmington Ohio; National Secretary, National WWII Glider Pilots Association, Inc.
As per Wikipedia, the XCG-16 crashed on another flight. The glider got caught in the tow's wash, the load shifted to the rear and an uncontrollable rear CG. With the glider out of control, all onboard bailed out. Richard Du Pont was a passenger on the glider, but his chute did not open. Du Pont founded an airline company that eventually became American Airlines.
Great film find! At 01:16:04, the man in white shirt, lock of hair dropping on his forehead, who turns and takes a couple of steps I believe is Hawley Bowlus. The pilot, I believe, is Paul Tuntland. The XCG-16 design, load weight was 10,080 lb or 40 troopers and two pilots. Two pilots, plus a Jeep, plus something to pull such as 75mm howitzer or trailer could be carried. A big drawback to the load carried was the comparatively limited height of cargo because of the shape of the cargo section. The XCG-16 design top speed was 220 mph. However, because of wing construction problems #44-76193 was limited to 150 mph during tests. The flights shown on this video were the original flight tests of #44-76193 at Oxnard. This was the acceptance check for that glider witnessed by officers and enlisted men assigned from Wright Field (not combined with Patterson until 1947) and from Clinton County Army Air Field, Glider Branch, glider test & experiment at Wilmington Ohio. Prior to 1947-48 aircraft manufacturers flew the initial flight tests of new aircraft. The USAAF did not fly the initial flight tests of new aircraft. That is the reason Meyers and Tuntland were the pilots. The USAAF pilots flew flight tests after acceptance. Shortly after these acceptance tests, glider #44-76193 was towed overnight from Oxnard to CCAAF using B-17 #41-24519 named "Miss Barbara". Flight crew-chief Bernard Schuster accompanied Lt. J. K. Hutchens and Col. Price flying the B-17 along with the balance of the B-17 crew. Schuster stated they had no problems during the flight and "it was a beautiful moonlit night when we became airborne over the mountains”. A crew chief at CCAAF told me they were not allowed to touch the glider for more than 30 days. Why, he did not know or remember. When it was flown, over 70 hours were flown with certain flights under supervision of the Air Forces Board. After that, it was flown to Florida for additional flight tests for the Air Forces Board. The glider also was flown to Wright Field and to Washington, D.C. for air show display. Post war, the glider ended up in storage at Chicago Orchard Field. For lack of museum/storage space she was destroyed there when O’Hare was expanded in late 1940’s. The MC-1 predecessor to the XCG-16 crashed when unsecured ballast shifted during flight because the glider tow release on the nose failed to open properly. Richard duPont (killed jumping from the MC-1) had arranged to have the glider towed from California to Washington DC loaded with fresh California oranges to be distributed to Congressmen. The idea was to get a contract for procuring the glider through the Commerce Department rather than through the military which had already turned down the design. After having lunch it was decided they had time for another flight before readying for the D.C. trip; this became the fateful flight. Under auspices of the Army Air Forces the MC-1 was towed by Capt Richard Shoop flying a C-60 out of South Plains Army Air Field, Lubbock, TX under orders from General Arnold. If the tests were representative of a last ditch effort to save anything it was to save the XCG-16 not the glider program. The glider program already was well into the CG-10A, CG-13A, CG-18 and CG-20. These last two became the C-122 and C-123 powered, cargo aircraft. Second hand information tells me that Hawley Bowlus did not design the Airstream travel trailer but that Wally Byam knew a good thing when he saw one, designing the Airstream by copying Hawley Bowlus’ streamlined aluminum ideas. During WWII Byam shut his trailer business and worked in the aircraft industry. Post war, with that new expertise in aluminum, he imitated some of Bowlus’ ideas in his Airstream designs. Charles Day, Silent Ones WWII Invasion Glider Test & Experiment CCAAF Wilmington Ohio; National Secretary, National WWII Glider Pilots Association, Inc.
Fascinating insights ... who are you and why do you have so much knowledge of this obscure program? And would you be willing to do a write-up so we could replace the existing description?
So sorry I re-posted Charlie Day's post because he said he couldn't post it. I did not realize it did get posted. Charles Day is the Historian on WWII Gliders, I truly do not think anyone knows more than he does on the gliders and glider program of WWII. There isn't a part on a glider that Charlie cannot identify. He has written the book "the Silent Ones WWII Invasion Glider Test & Experiment CCAAF Wilmington Ohio" Unfortunately it is out of print. He is also the National Secretary and a member of the Research Team for the WWII National Glider Pilots Association. I will let him know that you asked this question. He is not on social media as much as some of the other Team members. Or you may send an email to Charles at nwwiigpa@gmail.com if you wish to contact him. Kind Regards Patricia Patricia Overman National WWII Glider Pilots Assoc. Inc. National Wing Commander/Web Administrator & Member NWW2GPA, Inc L.B. Spencer Research Team whose purpose is to provide and preserve Glider Pilot and Troop Carrier information in order to perpetuate the memory of those men, their service to country, and to keep alive the information of the relatively unknown glider program of WWII. Facebook- facebook.com/NationalWW2GliderPilotAssociation website- www.ww2gp.org/
Byam worked for Bowlus. Something like sales manager. When Bowlus quit the travel trailer business around 1937 to concentrate on aircraft Byam continued on his own.
It's pretty, and it flies right. I'd imagine the Waco was a whole lot easier to transport by rail and truck, and that attribute contributed to its selection.
I have the same film in as good a condition. I got mine in a large collection of 16mm films taken at the Clinton County Army Air Field where glider testing and experimental work was done, so it is possible that the movie was put together by military personnel at CCAAF. There must have been several copies made and distributed. The location is Oxnard, CA. Hawley Bowlus appears to be the man in the center with his back to the camera @ 1:08 and then he turns around at 1:15:16. At 3:42:17 the camera pans across the deceleration chute attached to the side of the glider, the same type used on the CG-4A glider. Then you will see the wind generator and the escape/exit hatches located on the top of the glider - one on each side. It has been said, and people argue, that Bowlus built the glider using Burnelli's liftwing design and patent - not true if you do the research. However, the design does capture a similar character to the Burnelli UB-14 but has too many differences, including airfoil shape, to be called a Burnelli liftwing design. The glider was not practical as a military troop/cargo glider for a number of reasons, but the AAF did show some interest in it as a fuel transport glider until war situations in the CBI changed.
Interesting concept...sort of the "shopping cart of the sky" in both handling and practicality, I reckon. Was the intent to utilize this thing in very low-risk zones in order to stretch the use of powered aircraft (i.e., get as much utility out of the powered craft as possible...multi-mission???)?
I look at a craft like this and the use that comes into my mind is gunships being towed behind bombers on missions into Germany before fighters had the range to accompany them. Add some heavily armed, towed gliders in along with the bombers own defenses and the formations would have been a lot stronger. The tow cables themselves would have been an obstruction to enemy fighters flying through the formation. I've often wondered why they didn't try that tactic, or even dedicate entire bombers as gunships within formations. It seems incredibly shortsighted when you see the number of losses they were taking. I really think they underestimated how useful and deadly a glider could be and lost a big opportunity. They almost did the same exact thing with helicopters but someone was smart enough to see their potential.
The AAF tried adding a bunch of guns to some B17s that didn't carry a bomb load. They would put them in the formations or bombers. The problem they had was keeping up with the empty bombers on the return trip.
My husband is trying to research Paul Tuntland (his grandfathers cousin) if anyone has stories or info we would love to know about it. My husband has had a love of aviation from a young age and has always been suprised that no one in his family shares his passion. Due to his family being very private he has gone 41 years thinking no other Tuntlands shared in his love of flight. Now that we have some knowledge of Paul we would love to know more. Thanks to anyone that might be able to help. :)
this one had pretty limited utility, i would imagine. with that wingspan, road landings were kinda out of the question, with the gear, field landings were out of the question, meaning the best use-case would be night resupply of a surrounded airstrip under siege, as it would be easily seen during the day. any other scenario would be better served by a larger powered cargo plane. I concur that it appears to be Ventura County, just with more farm fields than today.
This was a very impressive waste of money. Only one was manufactured and was never more than a prototype. The US Army Air Corps in WW II officially designated all gliders as "expendable items." There was no reason to commit personnel, equipment, time and money to recover and restore any glider planes in the midst of the massive War effort at hand. The US Army decided that it was way more efficient to simply get another glider. The Army had ordered 13 thousand Waco CG-4A Gliders for combat operations. The CG-4A was made of mostly of wood, canvas and some metal and was not designed to be used more than once in a combat landing. When gliders were used, regardless of type, 100% of the gliders sustained damage when landing in combat. The Army abandoned them and destroyed them later. These reusable huge cargo gliders, like the type in the video would have been a waste of money and a logistical inconvenience. Also take into account the US Army had abolished the Glider Corps after the war as they had previously planned. All Glider Soldiers, who were all schooled infantry soldiers, after the war were offered jump school or were asked to be assigned as straight leg Infantry. The above cargo glider was nothing more than another cockamamie and useless idea thought up by slickster government contractors to try and rip off the Army by overcharging for equipment our soldiers don't need or want.
![BLACK BAG - Official Trailer [HD] - Only in Theaters March 14](http://i.ytimg.com/vi/Du0Xp8WX_7I/mqdefault.jpg)
The Krauts put obstacles on the ground, like 6 ft. high poles dug in, all over the place in the fields we (allied troops) were going to land in. These shredded any glider trying to land that couldn’t avoid them. Gliders with skinnier fuselages might avoid most of them, but this wider glider design looks built to collect as many as possible. Those obstacles killed and maimed many troops in the wreckage’s on D-Day.
The transport scene at 00:59:07 is on the old Hwy 101 in Agoura Hills, Ca. just south of Chesebro Rd. So, they must be heading up to Oxnard or Camarillo. This is about the spot that is now a V-intersection (with Agoura Road) where they filmed a funny car chase scene in Mad, Mad, Mad, Mad World. I lived by the clump of oak trees to the right of the large one in the center of the shot, which you can see in the opening credits of Highway Patrol.
After seeing it the first time I was sure that the section of road shown was somewhere on the original two lane U.S. 101 between the San Fernando Valley where they were building the aircraft and Camarillo. The dirt road seen at the very beginning of the shot would have been at Liberty Canyon. The original highway was where the southbound off- and on- ramps ramps to the eight lane freeway are now. The vantage point from which the shot was made is now behind an office building. This footage must have been shot in late winter or spring since the vegetation is abnormally green. Note the corral-like fence structures apparently to contain the vegetation from growing over the highway.
Great film find!
At 01:16:04, the man in white shirt, lock of hair dropping on his forehead, who turns and takes a couple of steps I believe is Hawley Bowlus. The pilot, I believe, is Paul Tuntland. The XCG-16 design, load weight was 10,080 lb or 40 troopers and two pilots. Two pilots, plus a Jeep, plus something to pull such as 75mm howitzer or trailer could be carried. A big drawback to the load carried was the comparatively limited height of cargo because of the shape of the cargo section. The XCG-16 design top speed was 220 mph. However, because of wing construction problems #44-76193 was limited to 150 mph during tests.
The flights shown on this video were the original flight tests of #44-76193 at Oxnard. This was the acceptance check for that glider witnessed by officers and enlisted men assigned from Wright Field (not combined with Patterson until 1947) and from Clinton County Army Air Field, Glider Branch, glider test & experiment at Wilmington Ohio. Prior to 1947-48 aircraft manufacturers flew the initial flight tests of new aircraft. The USAAF did not fly the initial flight tests of new aircraft. That is the reason Meyers and Tuntland were the pilots. The USAAF pilots flew flight tests after acceptance.
Shortly after these acceptance tests, glider #44-76193 was towed overnight from Oxnard to CCAAF using B-17 #41-24519 named "Miss Barbara". Flight crew-chief Bernard Schuster accompanied Lt. J. K. Hutchens and Col. Price flying the B-17 along with the balance of the B-17 crew. Schuster stated they had no problems during the flight and "it was a beautiful moonlit night when we became airborne over the mountains”. A crew chief at CCAAF told me they were not allowed to touch the glider for more than 30 days. Why, he did not know or remember. When it was flown, over 70 hours were flown with certain flights under supervision of the Air Forces Board. After that, it was flown to Florida for additional flight tests for the Air Forces Board. The glider also was flown to Wright Field and to Washington, D.C. for air show display. Post war, the glider ended up in storage at Chicago Orchard Field. For lack of museum/storage space she was destroyed there when O’Hare was expanded in late 1940’s.
The MC-1 predecessor to the XCG-16 crashed when unsecured ballast shifted during flight because the glider tow release on the nose failed to open properly. Richard duPont (killed jumping from the MC-1) had arranged to have the glider towed from California to Washington DC loaded with fresh California oranges to be distributed to Congressmen. The idea was to get a contract for procuring the glider through the Commerce Department rather than through the military which had already turned down the design. After having lunch it was decided they had time for another flight before readying for the D.C. trip; this became the fateful flight. Under auspices of the Army Air Forces the MC-1 was towed by Capt Richard Shoop flying a C-60 out of South Plains Army Air Field, Lubbock, TX under orders from General Arnold.
If the tests were representative of a last ditch effort to save anything it was to save the XCG-16 not the glider program. The glider program already was well into the CG-10A, CG-13A, CG-18 and CG-20. These last two became the C-122 and C-123 powered, cargo aircraft.
Second hand information tells me that Hawley Bowlus did not design the Airstream travel trailer but that Wally Byam knew a good thing when he saw one, designing the Airstream by copying Hawley Bowlus’ streamlined aluminum ideas. During WWII Byam shut his trailer business and worked in the aircraft industry. Post war, with that new expertise in aluminum, he imitated some of Bowlus’ ideas in his Airstream designs.
Charles Day, Silent Ones WWII Invasion Glider Test & Experiment CCAAF Wilmington Ohio;
National Secretary, National WWII Glider Pilots Association, Inc.
Hey, no music. Nice.
As per Wikipedia, the XCG-16 crashed on another flight. The glider got caught in the tow's wash, the load shifted to the rear and an uncontrollable rear CG. With the glider out of control, all onboard bailed out.
Richard Du Pont was a passenger on the glider, but his chute did not open. Du Pont founded an airline company that eventually became American Airlines.
The troops inside would have a good view of the crash
Interesting and surprisingly good quality for such old footage. :)
Waswollt Ihr just like you just kidding XD
Hawley Bolus was one of the team that built The Spirit of Saint Louis at Ryan Aircraft in 1927 for Charles Lindbergh's transatlasntic flight.
This is a Vincent Burnelli plane, clear and simple. Bowlus stole the concept.
Great
film find!
At 01:16:04, the man in white shirt, lock of hair dropping on his forehead, who
turns and takes a couple of steps I believe is Hawley Bowlus. The pilot, I
believe, is Paul Tuntland. The XCG-16
design, load weight was 10,080 lb or 40 troopers and two pilots. Two pilots, plus a Jeep, plus something to pull such as 75mm howitzer or trailer could be carried. A big drawback to the
load carried was the comparatively limited height of cargo because of the shape
of the cargo section. The XCG-16 design top speed was 220 mph. However, because of wing construction problems #44-76193 was limited to 150 mph during tests.
The flights shown on this video were the original flight tests of #44-76193 at Oxnard. This was the acceptance check for that glider witnessed by officers and enlisted men assigned from Wright Field (not combined with Patterson until 1947) and from Clinton County Army Air
Field, Glider Branch, glider test & experiment at Wilmington Ohio. Prior to 1947-48 aircraft manufacturers flew the initial flight tests of new aircraft. The USAAF did not fly the initial flight tests of new aircraft. That is the reason Meyers and Tuntland were the pilots. The USAAF pilots flew flight tests after acceptance.
Shortly after these acceptance tests, glider #44-76193 was towed overnight from Oxnard
to CCAAF using B-17 #41-24519 named "Miss Barbara". Flight crew-chief Bernard Schuster
accompanied Lt. J. K. Hutchens and Col. Price flying the B-17 along with the balance of the B-17 crew. Schuster stated they had no problems during the flight and "it was a beautiful moonlit night when we became airborne over the mountains”. A crew chief at CCAAF told me they were not
allowed to touch the glider for more than 30 days. Why, he did not know or remember. When it was flown, over 70 hours were flown with certain flights under supervision of the Air Forces Board. After that, it was flown to Florida for additional flight tests for the Air Forces Board. The
glider also was flown to Wright Field and to Washington, D.C. for air show display. Post war, the glider ended up in storage at Chicago Orchard Field. For lack of museum/storage space she was
destroyed there when O’Hare was expanded in late 1940’s.
The MC-1 predecessor to the XCG-16 crashed when unsecured ballast shifted during flight because the glider tow release on the nose failed to open properly. Richard duPont (killed
jumping from the MC-1) had arranged to have the glider towed from California to
Washington DC loaded with fresh California oranges to be distributed to Congressmen. The idea was to get a contract for procuring the glider through the Commerce Department rather than
through the military which had already turned down the design. After having lunch it was decided they had time for another flight before readying for the D.C. trip; this became the fateful flight. Under auspices of the Army Air Forces the MC-1 was towed by Capt Richard Shoop flying a C-60 out of South Plains Army Air Field, Lubbock, TX under orders from General Arnold.
If the tests were representative of a last ditch effort to save anything it was to save the XCG-16 not the glider program. The glider program already was well into the CG-10A, CG-13A, CG-18 and CG-20. These last two became the C-122 and C-123 powered, cargo aircraft.
Second hand information tells me that Hawley Bowlus did not design the Airstream travel trailer but that Wally Byam knew a good thing when he saw one, designing the Airstream by copying Hawley Bowlus’ streamlined aluminum ideas. During WWII Byam shut his trailer business
and worked in the aircraft industry. Post war, with that new expertise in aluminum, he imitated some of Bowlus’ ideas in his Airstream designs.
Charles Day, Silent Ones WWII Invasion Glider Test & Experiment CCAAF Wilmington Ohio;
National Secretary, National WWII Glider Pilots Association, Inc.
Fascinating insights ... who are you and why do you have so much knowledge of this obscure program? And would you be willing to do a write-up so we could replace the existing description?
So sorry I re-posted Charlie Day's post because he said he couldn't post it. I did not realize it did get posted. Charles Day is the Historian on WWII Gliders, I truly do not think anyone knows more than he does on the gliders and glider program of WWII. There isn't a part on a glider that Charlie cannot identify. He has written the book "the Silent Ones WWII Invasion Glider Test & Experiment CCAAF Wilmington Ohio" Unfortunately it is out of print. He is also the National Secretary and a member of the Research Team for the WWII National Glider Pilots Association. I will let him know that you asked this question. He is not on social media as much as some of the other Team members. Or you may send an email to Charles at nwwiigpa@gmail.com if you wish to contact him.
Kind Regards
Patricia
Patricia Overman
National WWII Glider Pilots Assoc. Inc.
National Wing Commander/Web Administrator &
Member NWW2GPA, Inc L.B. Spencer Research Team whose purpose is to provide and preserve Glider Pilot and Troop Carrier information in order to perpetuate the memory of those men, their service to country, and to keep alive the information of the relatively unknown glider program of WWII.
Facebook- facebook.com/NationalWW2GliderPilotAssociation
website- www.ww2gp.org/
please contact me here
nwwiigpa@gmail.com
Byam worked for Bowlus. Something like sales manager. When Bowlus quit the travel trailer business around 1937 to concentrate on aircraft Byam continued on his own.
It's pretty, and it flies right. I'd imagine the Waco was a whole lot easier to transport by rail and truck, and that attribute contributed to its selection.
WOW!
Great Posts PF, Beauty Mate.
This is a close to a burnelli aircraft as one can get.
Some crazy ideas back then that had to be tried
These wing is a very ressemblence of that used on Messerschmitt Me 323 Giant...
I have the same film in as good a condition. I got mine in a large collection of 16mm films taken at the Clinton County Army Air Field where glider testing and experimental work was done, so it is possible that the movie was put together by military personnel at CCAAF. There must have been several copies made and distributed. The location is Oxnard, CA. Hawley Bowlus appears to be the man in the center with his back to the camera @ 1:08 and then he turns around at 1:15:16. At 3:42:17 the camera pans across the deceleration chute attached to the side of the glider, the same type used on the CG-4A glider. Then you will see the wind generator and the escape/exit hatches located on the top of the glider - one on each side. It has been said, and people argue, that Bowlus built the glider using Burnelli's liftwing design and patent - not true if you do the research. However, the design does capture a similar character to the Burnelli UB-14 but has too many differences, including airfoil shape, to be called a Burnelli liftwing design. The glider was not practical as a military troop/cargo glider for a number of reasons, but the AAF did show some interest in it as a fuel transport glider until war situations in the CBI changed.
Interesting. Do you have any other films from Bowlus or his experiments? We are always interested in transferring and preserving more.
No, that is the only film related to Bowlus in my collection.
"How ugly can a plane be?"
XCG-16: "Yes!"
At least they didn't have to taxi after landing
I assume the *silver* one I saw in another film is the one that crashed???
Interesting concept...sort of the "shopping cart of the sky" in both handling and practicality, I reckon. Was the intent to utilize this thing in very low-risk zones in order to stretch the use of powered aircraft (i.e., get as much utility out of the powered craft as possible...multi-mission???)?
No audio
I look at a craft like this and the use that comes into my mind is gunships being towed behind bombers on missions into Germany before fighters had the range to accompany them. Add some heavily armed, towed gliders in along with the bombers own defenses and the formations would have been a lot stronger. The tow cables themselves would have been an obstruction to enemy fighters flying through the formation. I've often wondered why they didn't try that tactic, or even dedicate entire bombers as gunships within formations. It seems incredibly shortsighted when you see the number of losses they were taking. I really think they underestimated how useful and deadly a glider could be and lost a big opportunity. They almost did the same exact thing with helicopters but someone was smart enough to see their potential.
The AAF tried adding a bunch of guns to some B17s that didn't carry a bomb load. They would put them in the formations or bombers. The problem they had was keeping up with the empty bombers on the return trip.
@@maxpayne2574 OK. That makes sense..
Is it a coincidence that the fictional Nazi cargo plane in Indiana Jones looks similar to this?
Not able to listen audio..
It's a silent film.
My husband is trying to research Paul Tuntland (his grandfathers cousin) if anyone has stories or info we would love to know about it.
My husband has had a love of aviation from a young age and has always been suprised that no one in his family shares his passion. Due to his family being very private he has gone 41 years thinking no other Tuntlands shared in his love of flight. Now that we have some knowledge of Paul we would love to know more.
Thanks to anyone that might be able to help. :)
this one had pretty limited utility, i would imagine. with that wingspan, road landings were kinda out of the question, with the gear, field landings were out of the question, meaning the best use-case would be night resupply of a surrounded airstrip under siege, as it would be easily seen during the day. any other scenario would be better served by a larger powered cargo plane.
I concur that it appears to be Ventura County, just with more farm fields than today.
Did Jack Northrop have any influnce? It has some flying wing character.
good point. i was thinking it looked like a stingray or manta ray or something from the front.
4:00 That engine is never going to get that thing off the ground
Doesn't look like an engine, seems to be a generator, for electrical equip.
Marshall Blythe 👍
Sure not Orlando because we don't have mountains here
What a majestic plane! I wonder what can be done with the current technology to make cargo gliders a viable option...
bring back the last large glider, the space shuttle.
It's glide ratio was a bit shit though...
Gliders like this have been outmoded by the helicopter.
This was a very impressive waste of money. Only one was manufactured and was never more than a prototype.
The US Army Air Corps in WW II officially designated all gliders as "expendable items." There was no reason to commit personnel, equipment, time and money to recover and restore any glider planes in the midst of the massive War effort at hand. The US Army decided that it was way more efficient to simply get another glider. The Army had ordered 13 thousand Waco CG-4A Gliders for combat operations. The CG-4A was made of mostly of wood, canvas and some metal and was not designed to be used more than once in a combat landing. When gliders were used, regardless of type, 100% of the gliders sustained damage when landing in combat. The Army abandoned them and destroyed them later.
These reusable huge cargo gliders, like the type in the video would have been a waste of money and a logistical inconvenience. Also take into account the US Army had abolished the Glider Corps after the war as they had previously planned. All Glider Soldiers, who were all schooled infantry soldiers, after the war were offered jump school or were asked to be assigned as straight leg Infantry.
The above cargo glider was nothing more than another cockamamie and useless idea thought up by slickster government contractors to try and rip off the Army by overcharging for equipment our soldiers don't need or want.
True... Great points
Gliders
Very strange format for a cargo plane. Awkward looking loadspace that is hard to see a jeep going into but I guess they did.
Total bust.