From: skunk-works-digest-owner@mail.orst.edu To: skunk-works-digest@mail.orst.edu Subject: Skunk Works Digest V5 #130 Reply-To: skunk-works-digest@mail.orst.edu Errors-To: skunk-works-digest-owner@mail.orst.edu Precedence: bulk Skunk Works Digest Tuesday, 12 July 1994 Volume 05 : Number 130 In this issue: SR-71 personal experiences resend part 5 SR-71 personal experiences resend part 4 SR-71 personal experiences resend part 1 My SR-71 personal experience--also a resend Bunker-Buster Bombs... Two new recon. vehicles announced in Newsweek Re: SR-71 reactivation See the end of the digest for information on subscribing to the skunk-works or skunk-works-digest mailing lists and on how to retrieve back issues. ---------------------------------------------------------------------- From: shafer@ferhino.dfrf.nasa.gov (Mary Shafer) Date: Mon, 11 Jul 94 12:16:56 PDT Subject: SR-71 personal experiences resend part 5 From: ron@eatdust.uswest.COM Newsgroups: rec.aviation Subject: SR-71 Personal Experiences, installment 5, aircraft recovery Date: 18 Apr 90 13:38:35 GMT Reply-To: ron@eatdust.uswest.COM () Organization: U S WEST Advanced Technologies This installment covers the recovery of the SR-71 after flight. ========================================================================= This is the fifth installment. The next one will be general maint. activity (such as trim-pad runs after engine changes, spike changes etc.). The sixth (and probably final) installment will be to answer questions that I have received concerning the aircraft, so, if you have questions that you'd like addressed, let me know. Also, for those who have missed installments, I've been able to send them to most people, although a couple have bounced back. I apologize for that. Perhaps when the series is complete, I can repost them again, one at a time, but in one evening. Thanks again for everyone's feedback. I'm glad you're enjoying them! It has been fun reminiscing. ========================================================================= The hanger is almost eerily quiet (and mostly deserted) compared to the hustle and noise of the launch. The noisy ground support equipment is turned off, and the only activity is cleaning up the comm gear and straightening out the hanger in general. If we're at Kadena AB in Okinawa, this also means using squeege's and mops to mop up the spilled fuel. The hangers over there are smoothed concrete so it's dangerous to leave it around (VERY SLIPPERY). At Beale the fuel soaks into the concrete pretty well. We often guessed as to what might happen should a real hot fire (if that's possible, probably not) ever start with such fuel-soaked concrete. We now head to lunch/ dinner. Depending upon whether or not there'll be a shift change before the plane returns, we may return the tools and comm gear to the tool crib, but 99% of the time it stays out. Even if there is a shift change, we'll usually just swap 'chits' with the next shift (for tool responsibility). (If it's not time for lunch or dinner, you typically go to another plane and help out there). There are always enough people on the flightline to recover the plane should it come back early. As the time for recovery nears, we set up the movable steps once again behind the hanger (with very RARE exceptions, the plane is recovered outside of the hanger. Only a few times in six years did the pilot ever taxi it into the hanger. This was for security and time purposes on extremely sensitive missions. Comm gear is layed out and the brake coolers are positioned. The brake coolers are just small (but powerful) fans that are placed in front of the wheels immediately after the plane returns. The brakes are always smoking. (I think the SR pilots have just as much pride in making a certain runway turnoff as do general aviation pilots, so sometimes they lean harder on the brakes than they should!) We watch as the plane typically makes a few low flybys. Only on the trainer does the plane do touch and goes, since you only get about 10 landings out of the tires. That was always kinda fun to watch (unless you were in a hurry to get home). If it was close to shift change, you hope he did a lot of flybys. :-) The plane is very, very graceful in the air, and seems to fly so slowly for such a large plane. The touchdown is usually quite soft, very nose- high. The orange drag chute pops out and you know it's time to go to work. The launch truck waits by one of the taxiways and follows the plane in. This is in case the chute fails to disconnect from the plane when needed, or if there should be any other problem. The ropes creating the security barrier around the hangers have been pulled back now, and it takes about 5 minutes for the plane to taxi in. There's a hump in the taxiway immediately to the south of the hangers, so you don't see the plane taxiing in, nor hear it. It just kind of all of a sudden appears with a loud whine. The crew chief takes over marshalling duties as soon as the aircraft leaves the taxiway and heads behind the hangers. The plane is marshalled to the correct position, and the crew chief signals the pilot to stop. At this point, the people who launched the plane now have immediate responsibilities to place the chocks in front of the tires and place the running fans in front as well for brake cooling. They immediately start removing the engine start panels, as others roll the steps up to the cockpit so that the ejection seat pins can be installed by PSG. If the pilot hasn't forgotten, he makes eye contact with the crew chief and asks for clearance to shut down whichever engine was started first. The crew chief makes sure his people are not under the engine manifold dump, and signals ok. Flight control and hydraulic checks are once again performed with the single engine running, that engine is then also shut down (after the pilot has determined EGT is within limits etc.). When the pilot and RSO ('Rear Seat Occupant', for those following the thread in this newsgroup about names for backseaters) are done, they get out of the plane, take off helmet and gloves, and will usually briefly speak with the crew chief and flight-line maint. coordinator (liason between job control and all maint. departments) and let him/her know of any major problems. They then proceed to their van and leave. The recovery team will then hook up the waiting tow vehicle and tow the plane into the hanger where the crew will continue taking off the panels required for post-flight inspections (MUCH more thorough than pre-flight). Ground power and air is hooked up, and voila, you're back to the same mess you had two hours earlier :-). I think in all maint. activity, this is what gets kinda depressing. You busted your tail for possibly days, round the clock to get the plane flyable, then the pilot comes out, takes a 'spin around half the country', and in two hours, brings it back broke, just to repeat the cycle. Oh well... The crew chief heads off to have a post-flight maint. review with the pilot, rso, and other maint. dept. representatives (about an hour after landing). You discuss all maint. related problems, fill out all the aircraft forms and head back to the flightline. Usually by now, Job Control has started to schedule out the appropriate maint. departments and maint. flow. This takes more effort than it may seem. Some people have to work on the plane with power off (which means you can't schedule other who need it on) etc. If major activity is required, you also need to coordinate what gets done first. Some maint. activity naturally requires that others get done first. Normal activity included the downloading of sensors and the aircraft 'tapes' (the airline equivalent black box). These tapes recorded many items of performance, fuel pressure, flow etc., as well as flight envelope parameters such as speed and altitude flown. For those now obviously curious, the tapes went off-scale at Mach 3.2, and 80,000 feet. It was not unusual to have them off scale most of the entire flight. Often, even if the pilot reported no problems at all with the plane, you couldn't get too excited. The tapes often revealed bad system problems that the pilot was unaware of (computer and inlet performance etc.). The post flight inspection is more thorough than preflight. You remove many more access panels, and have a lot more to look at. The best airplane on the line in the six years I was there was 956, the B model trainer. It rarely had major problems, and you could count on 'turning it around' in short order. Others were real dogs. My primary plane, 958 was a good one, as was 972, but you never knew. The inspections from our part entailed very close detail inspections for cracks and leaks. Other routine maint. activity included SOAP samples every 10 flights (Spectrometric Oil Analysis Program) which were oil samples pulled by the engine specialists. Tires were inspected for red threads showing. Many departments besides OMS (Organizational Maint. Squadron) have their postflights as well. A typical turn-around is 5 days+-. I once heard (but don't now recall) the actual man-hours required for maintenence. It was very high though compared to other aircraft such as the F-4 etc. The newsgroup briefly discussed aircraft cost, but understand that not only do you have a high number of man-hours and parts directly associated with the SR-71, but you also have many other support aircraft and crews (such as the tankers and crews). ---- Well, time to roll. Next installment, general maint., how we viewd the plane etc. ------------------------------ From: shafer@ferhino.dfrf.nasa.gov (Mary Shafer) Date: Mon, 11 Jul 94 12:16:18 PDT Subject: SR-71 personal experiences resend part 4 From: ron@eatdust.uswest.COM Newsgroups: rec.aviation Subject: SR-71 Personal Experience, Part 4, the Launch Date: 12 Apr 90 13:24:10 GMT Reply-To: ron@eatdust.uswest.COM () Organization: U S WEST Advanced Technologies (Sorry this is kinda late, our Posting capability has been broke for awhile)... ---------------------- When last we left the SR-71 :-), it was taxiing towards the end of the runway, with us chasing in the launch support pickup... During taxi out, we didn't do much, just followed to one side. As the plane got to the end of the runway area it would pull to a stop. We'd pull up off to one side and three of us would jump out. The two guys who were taking care of engine start and chocks in the hanger now had an end of runway inspection to do. They'd go in and place the chocks in front of the tires. The crew chief would walk to the front of the plane and signal to the pilot to hold brakes, mostly to let him formally know we were running around back there. He could see us anyway. The crew chief would then walk back under the plane and visually inspect the ramp area in front of each inlet for FOD (actually, FO, :-) ). I'd then walk back to the front of the plane and watch for hand signals from the pilot letting me know he was ready for an end-of-runway runup check. I'd stand on the side of the plane of which engine was to be tested and give him a signal saying it was clear by rotating my finger in the air. He'd do a short mil-power run-up, would take about 10 seconds, and then go back to idle. He was checking inside for oil and fuel pressure, temp. etc. I'd then walk to the other side of the cockpit and we'd do the same thing. When complete, we'd do a flight control check via hand signals. When that was done I'd walk back under the plane and do a last visual inspection for loose panels, dripping oil or fuel etc. I would also check the pressure gauges (hydro) located in the wheel wells up behind the 'tire cans' (heavily insulated 'cans' where the wheels would retract into to protect them from heat). If all was ok, I'd walk back to the front of the plane and after I got his attention, would signal for a pitot heat check by making an 'O' and wrapping my left thumb and index finger around the first two fingers of my right hand. I'd then *CAREFULLY* quickly touch the pitot tubes to make sure they were warming up, I'd then signal thumbs up. (There was one pitot tube, but it had an 'L' extension to one side (I forget the actual name). The main pitot tube served the function that all aircraft pitot tubes do, but the appendage to the side had four pin-holes in them. It was used by the flight control system to measure pitch and yaw. At this point if there was no problem I'd signal the guys under the wings to pull the chocks again. If the pilot hadn't stayed on the brakes during the run-up like he was supposed to, we'd have to persuade the chocks with a sledgehammer. If there was ever any problems, we could hook up our ground comm. gear again if needed. Also, the launch truck had a staircase and platform on top of it, so if need be we could get up into the cockpit should that be necessary. We now once again gave a salute (after chocks out) and walked back to the launch truck. Typically he already had clearance to the runway so he'd taxi into position and hold (the runup area was right next to the end of the runway). While we were waiting for him to go often other aircraft would land, that would be fun, especially in the early days when the B-52's were still there. While he was waiting, another aircrew (in a station wagon) would take off down the runway checking for FOD, and would pull off at the first taxiway down the runway. (Yes, they were in comm. with the tower). The plane taxied into position, and after a few seconds you could see him coming up to mil power. He'd then release the brakes and start rolling. A few seconds later the afterburners would kick in. We always had a quick bet as to which engine would light first. It was a rare pilot who could get them both kicked in at the same time. Typically there was about a one second difference. When that happened, you could see the flight control system quickly compensate by moving the rudders (yes, flight control connected on the ground!). The plane would make a deep roar (which I NEVER got tired of) and gathered speed quite quickly. At the appropriate point, he'd rotate and climb quite steeply. If he was showing off (fairly rare at Beale) he'd hold it low, suck up the gear to gather speed, and then pull it to what seemed to be almost straight up. Beautiful silouette. At Kadena AB, Okinawa, when he held it low like that, we'd lose sight of him as there is a big hump in the runway. The next thing we'd see is that beautiful silouette going straight up. Night launches were more beautiful obviously as the afterburner flame was approximately the same length as the plane. You could clearly see the shockwaves in the exhaust. If it was a clear night you could follow him right up to the point where he'd pull out of A/B as he headed for the tanker. As I said, if it was clear, you could still follow him by his anti-collision light. In six years, I never tired of this part of the job. We once counted 90 seconds from lift-off to the time he pulled out of A/B. When the pilot came back we asked at what altitude that was. He said about 25,000. Impressive. (Don't flame here with stats, I'm only conveying what he said). With the plane enroute, we headed back to the hanger for cleanup and preparation for recovery. Typically others who assisted in the launch that didn't go to the end of the runway had the comm gear rolled up and other items completed. Time now for lunch (or dinner on swings). Next installment, recovery of the aircraft after flight... ------------------------------ From: shafer@ferhino.dfrf.nasa.gov (Mary Shafer) Date: Mon, 11 Jul 94 12:14:16 PDT Subject: SR-71 personal experiences resend part 1 I saved these in 1990. I just resent them to the purdue address--you can tell that I don't do much with the list from this site, can't you. Regards, Mary From: ron@eatdust.uswest.COM Newsgroups: rec.aviation Subject: SR-71 Personal Experiences. Intro and Part 1 (LONG) Keywords: SR-71 Date: 23 Mar 90 14:52:23 GMT Reply-To: ron@eatdust.uswest.COM () Organization: U S WEST Advanced Technologies I recently posted a request to see if my postings were making it to the net (they are now, but werent' before). In reply, some people were interested in my experiences working on the SR-71, and thought others might be as well. There have been lots of technical postings on the plane, perhaps some personal insights would be interesting as well. I decided that I'd make a series of short postings, replying to questions as well as mentioned, personal feelings on the plane. As a background, I worked on the plane from Feb. 1975 thru Sept. 1980 at Beale AFB. My duties as aircraft maint. crewchief in a nutshell were to supervise the pre-flight and postflight maint. activities and coordinate general maint. activity. When I walked out onto the flightline for the first time, I was very excited. I was a certified aviation fanatic with plans for a career in aviation. Fresh out of high school, the expectations of working on the Blackbird were high. This was a great time in my life, as I was also working on my private pilot's license. (This led in the next few years to a CFII, MEI and glider ratings). The first couple of years were most exciting as I went through various schools, learning the various parts of the plane (hydro, electrical etc). The duties for new people consisted of servicing the aircraft for flight, taking part in pre-flight inspections, assisting during the 'launch' and doing post flight inspections and maintenence. The hangers had a 'damp' smell to them most of the time, the concrete having been soaked in fuel and hydraulic fluid for many years. Ground support equipment between the hangers provided electrical power and air conditioning for the equipment bays during maint. They also provided a non-stop high-pitched whine. If you didn't wear ear plugs when around them, you lost your high-pitched hearing soon. Typically the hanger was full of activity, with one maint. shop or another performing tests, replacing parts etc. When a plane was ready to go and we shut down the equipment for the evening, things were eerily quiet. It was fun being on the line though, because during that time we had B-52's on alert and there was often those SAC alerts you hear about. We also had many drills for simulated accidents at the base (ie: one of the bombers crashing with it's nukes on board). Our part was pretty dumb duing most of these exercises. Everyone else on the flightline had stuff they had to do, so they made us simulate towing the plane for 'evacuation'. Evacuation to where??? Ah, a sense of military mindset... Day to day on the plane was fairly routine. We worked in a 'pool crew' system. If your plane was ready to go, you helped on someone else's. If everything was quiet, some people got to go home early. As a matter of fact, on some nights, some of the swing shift people would beat the day-shift people back to the barracks! (Day shift people rarely got to go home early.) If things were quiet, they sat on the trash cans to keep them from floating away. At least that's what we called it. Either that, or we'd for the umpteenth time sweep the hanger. In a sense of fairness, we rotated shifts. There were some nights were you worked over, so it all evened out. We also worked about every 5th weekend (rotation), unless of course you were late for the daily roll call (even by 30 seconds) or were out of regulations with your hair. Then you automatically could expect to spend at least part of your weekend at the base. This regimentality got old real fast. As an aside, I had another friend at another base that had very rare 'stand-up' inspections for hair, uniform etc. We had them daily. Getting the plane ready for a launch was interesting. After all preflight inspections were complete, we were ready to start servicing. We'd load the plane (typically) with 45,000 pounds of JP-7, the typical mission profile being that the plane would take off and immediately hit a tanker before going 'hot'. The distribution of the fuel was calculated on a complext fuel sheet and depended upon which nose was installed, which bays were occupied and what was in them. The plane would also be serviced with LN2 (liquid nitrogen). The dewars were installed in the nose wheel well. Servicing them was *always* intimidating as there was very little room in the well. You wore protective gear as your face was just inches from the servicing ports. We knew how cold the ln2 was and what it could do to you if a port froze open and you weren't wearing your gear (those training films were watched carefully!). The ln2 served two purposes. One was to provide a positive pressure to the fuel tanks. The main purpose however was to take the place of any air in the tanks as fuel was used up. In a typical mission profile, the plane would hit a tanker and take a full load of fuel (~12,200 gallons, approx. 80,000 lbs (I can't remember the exact weight of JP-7)). The full load from the tanker would effectively purge all air from the tanks. The plane could then go 'hot'. At cruise, the fuel was boiling due to skin temperature. As fuel was used up, the nitrogen (being an inert gas) took the place of the air. Would have been a dangerous situation to have boiling fuel and air in the tanks! Another mission profile, (typically only used overseas) was where the plane had to go 'hot' immediately after takeoff (for a surprise factor to where we were going). Because of this, we had to do a procedure called a 'yo-yo'. This would entail servicing the plane with ln2, then filling the plane up to the max with fuel (to purge the tanks). We would then defuel down to the proper takeoff load (typically about 65,000 pounds). This was a real pain. Since most of the planes leaked like a sieve, the added pressure in the tanks made it look like rain underneath. No kidding. On those flights, depending on the particular plane, we sometimes wore rain gear. We also left about 1200 pounds of extra fuel in the tanks, knowing it would leak out prior to takeoff. Other servicing issues were the tires (250 psi in the nose tires, 415 in the mains). We used nitrogen because it was dry. BTW, the tires were 22 ply Goodyear (or rich?) Silver Crowns, so called because of the silver coloring. That's about enough for today, sorry it's so long. Next installment: Launching the plane. Activity from crew briefing, engine start, launch, post launch activity, plane recovery and post flight maint. Ron ------------------------------ From: shafer@ferhino.dfrf.nasa.gov (Mary Shafer) Date: Mon, 11 Jul 94 12:33:48 PDT Subject: My SR-71 personal experience--also a resend I posted this at about 1100 on the 19th. MFS Monday, 19 March [1990, I think] 0900 (Mary) Don, when's the SR-71 flyby gonna be? (Don) About 1030 0945 (Mary) Don, still on for 1030? (Don) Yeah, the SR-71 will call the tower, they'll call us, and we'll make an announcement. 1020 (PA) The SR-71 flyby will be delayed at least 20 minutes. Please listen for further information. 1030 (??) ROOOOAAAARRRRR! 103001 (Mary and about 200 others) OH SHIT 103002 Sound of many running feet 1031 (PA) The SR-71 has arrived Most of us arrived on the roof or ramp just in time to see the SR-71 flying north of Dryden. It turned south over the mines, put the gear down, and then turned west on final to runway 22. We were all cursing the pilot for doing only one flyby, cursing the system for not letting us know, and panting. The plane did a beautiful landing but no chute. Could it be? Yes, he's on the go, look at the nose come up. All right, bring it back over. But instead of turning right, he turned left, and went back around the pattern. Oh look, he's on base. Is the gear down? I don't think so. He's not turning tight enough to make the runway. HE'S COMING BACK! And back he did indeed come. Straight at us, no more than 100 ft AGL. Look at the smoke. Come on, burner, burner, burner! Burner light! RRRRRRRRRRRRRRRROOOOOOOOOOOOOOOOOOAAAAAAAAAAAAAAAAAAARRRRRRRRRRRRRRRR OH, WOW. Did you feel that? My whole body is resonating. Look at the burners. Look at the shock diamonds. OH, WOW. Is he going to do another one? Nope. Gear down, back on final, touch down, drogue chute. Oh, rats. And everybody troops back into the building on this beautiful spring day, exhilerated by the flyby. (Overheard on the stairs: An SR-71 flyby is like sex; when it's good it's very, very good and when it's bad, it's still pretty good!) (Overheard as the SR takes a bead on the building: OK, you can pull up now... OK, you can pull up now... OK, now pull up... OK, pull UP... PULL UP... PULL UP!! PULL UP!!) ------------------------------ From: Corey Lawson Date: Mon, 11 Jul 1994 14:04:21 -0700 (PDT) Subject: Bunker-Buster Bombs... From: dovergar@nyx10.cs.du.edu (dennis overgard) Date: Sun, 10 Jul 94 09:11:27 MDT Subject: re: SR-71 reactivation In Kelly Johnsons autobigraphy he discusses using a hardened tool-steel gravity bomb travelling in excess of mach 3 as a means of destroying deeply buried bunkers. In Desert storm Lockheed produced a smart bomb based on artillery barrels for the same purpose. In Korea there are rumors of a large number of tunnels through a mountain range just north of the DMZ that would allow large numbers of men and equipment to flood the DMZ in a matter of hours. What if? A. As tensions increased, that these tunnels started collapsing with no sign of explosions and the only evidence being some steel fragments buried deep beneath the floor level of the tunnel (where it would be hard to find) and a small hole far up the mountainside. B. As an invasion started, Both ends of these tunnels collapsed? Of course, to deliver these "tool steel" bombs one would need a platform that was stealthy enough to evade detection and fast enough to impart the required kinetic energy. Dennis Overgard - ---------------------- In an "Ordnance" magazine a couple of years ago, they talked about how they made these bombs. They essentially took old 8" howitzer tubes, lathed them appropriately, put a Tungsten Carbide point on the end (along with the appropriate laser seeker) and stuffed it with HE. They made 4000lb and 8000lb versions of it. Don't remember if they put a rocket booster on the back of it, but I don't think that would be necessary. Anyways...During the Gulf War stuff, some of the propaganda that was shown on TV was a film loop of this thing being tested. They put a rocket on the back of it, fired it at this biiig concrete block, and showed this projectile bouncing along the desert floor for quite a distance having passed through the concrete like it was a balsa wood target. No need to drop it from an SR-71. As I recall, the 4000 lb. could be launched from the F117 and F16, and the 8000 lb. from the F111 and F15E... Anyways, since this is from memory, the details could even be...WRONG. But you should get the gist of it. - -Corey Lawson alfalfa@booster.u.washington.edu ------------------------------ From: "Jeffrey D. Flamm" Date: Mon, 11 Jul 1994 23:06:24 -0500 Subject: Two new recon. vehicles announced in Newsweek Skunkers, Apologies if this old news. The July 4th issue of Newsweek (page 6) had a short article about the Pentagon procuring two new unmanned recon aircraft. It is a 1 billion dollar program. The first aircraft will be an unmanned stealth vehicle designated Tier three-minus. It is to be operational in 18 months. The second aircraft will be an unmanned U2 designated Tier two-plus and is to be operational shortly after the stealth vehicle. The U2 is to have a 7000 mile range, fly at 65k feet, at 400 mph, and have a loiter time of 24h. No performance criteria were given for the stealth vehicle. Both vehicles will provide real-time photos via satellite. The vehicles will be able to fly via a preprogrammed mission plan or using a ground based controller. The Pentagon said it will waive all procurement regulations to speed development and reduce cost. Jeff Flamm - -------------------------------------------------------------------------------- Jeffrey D. Flamm - j.d.flamm@.larc.nasa.gov NASA Langley Research Center Hampton VA All opinions are my own - -------------------------------------------------------------------------------- ------------------------------ From: megazone@world.std.com (MegaZone) Date: Mon, 11 Jul 1994 23:52:39 -0400 (EDT) Subject: Re: SR-71 reactivation Once upon a time John Regus shaped the electrons to say... >If memory has not failed my after all these years, the SR-71 was an >afterthought to an aircraft known as the YF-12, which was developed as an >interceptor. That's not really correct. The Blackbird first flew for the CIA as the A-12, which was a slightly smaller single seat recon platrom. (The back cockpit was there, but was used for equipment.) The 'M-12' Motherships for the D-21 drone were converted A-12s. The A-12 was announced by LBJ as the A-11, and some people still call it that, but Lockheed says A-12. (LBJ is ALSO the reason RS-71 became SR-71) Then the AF was looking for a MAch 3 interceptor, and the F-108 Rapier was in planning. But the A-12 was already underway. So the AF acquired 4 YF-12 prototypes. However, the 3rd YF-12 was changed on the line to the first SR-71 recon prototype. Many believe the YF-12 program was maintained for the time it was just as a cover for the more extensive A-12/SR-71 program. IN any case, only 3 YF-12s were built, while the SR-71 went into production and the CIA already had the A-12s. So the blackbird was developed as OXCART for the CIA before anything else. (This is all off the top of my head, but I'm pretty sure the timeline is right.) - -- megazone@wpi.wpi.edu megazone@world.std.com megazone@hotblack.schunix.dmc.com "I have one prejudice, and that is against stupidity. Use your mind, think!" Moderator: WPI anime FTP site, 130.215.24.1 /anime, the anime FanFic archive; rec.arts.anime.stories, questions to anime-dojinshi-request@wpi.wpi.edu GTW/HU d-- -p+ c++(++++) l u+ e+ m+(*)@ s++/+ !n h- f+ !g w+ t+@ r+@ y+(*) ------------------------------ End of Skunk Works Digest V5 #130 ********************************* To subscribe to skunk-works-digest, send the command: subscribe skunk-works-digest in the body of a message to "majordomo@mail.orst.edu". If you want to subscribe something other than the account the mail is coming from, such as a local redistribution list, then append that address to the "subscribe" command; for example, to subscribe "local-skunk-works": subscribe skunk-works-digest local-skunk-works@your.domain.net To unsubscribe, send mail to the same address, with the command: unsubscribe skunk-works-digest in the body. 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