The name continued to be used by U.S Army,[2] U.S Marine Corps[3] and U.S Navy[4] personnel throughout the concept's military lifetime and into the digital era.

The next known mention of this concept came in an April 1952 Patent Application USA 2,734,476, R.O.Marsh Jr., "Belt Connected Roller Arrangements For Forming Vehicle Tracks and Other Purposes", issued Feb 14 1956 .

Unlike Marsh, Crandall advocated specialised toroidal tires, through which an axle could be mounted and fixed on either side to the track mechanism, rather than being bound to each other.

It was narrower, shorter, and had a smaller automotive engine of 80 bhp with 13 tires per track, weighing less than a third of that of the test vehicle, at 5900 lb (2680 kg).

[8] However this prototype was a practical vehicle and featured a cargo compartment, access ramp, mud guards, position lights, headlights and a windshield.

The U.S Army and Marine Corps both were impressed with the performance of the BorgWarner vehicles and saw them as a potential replacement for the M76 Otter and M116 Husky in the jungles and swamps of Vietnam.

In May 1965 the Marine Corps XM759 development program was initiated by the United States Army Tank-automotive and Armaments Command (TACOM).

[9] The first phase of the program used data from previous Airoll tests to establish the vehicle configuration which would best meet the military's requirements.

[9] In September 1965 the Marine Corps approved a TACOM configuration which met these requirements and ordered 7 pilot vehicles for testing.

The XM769 was originally intended to have a unique powertrain using a hydro-mechanic transmission, but due to the urgent need for amphibious vehicles in Vietnam, the development program was split into two.

The other program would use the existing powertrain of the M116 “Husky” Cargo Carrier, in order to speed up the production of test vehicles and would follow an accelerated 12 month timeline.

These problems were quickly remedied by the USMC engineers by adding chevron treads to the tires, reinforcing the bottom of the sponsons, and using heavy duty chain.

[9] A much more concerning problem was the buildup of thick mud and vegetation in the top of the sponson, significantly increasing load on the track, stressing the wheel axles and in some cases causing the hull to buckle under the tension.

[9][11] Notably this problem only occurred in one test location, in May 1967 at Camp Wallace - it was only in a specific combination of soil and vegetation conditions that this issue became apparent but it would eventually doom the entire Airoll program.

This means that the vehicle has increased speed and mobility whenever on relatively hard flat ground as it is both being pulled forward and rolling over the tires beneath it.