From: skunk-works-digest-owner@mail.orst.edu To: skunk-works-digest@mail.orst.edu Subject: Skunk Works Digest V5 #482 Reply-To: skunk-works-digest@mail.orst.edu Errors-To: skunk-works-digest-owner@mail.orst.edu Precedence: bulk Skunk Works Digest Wednesday, 25 October 1995 Volume 05 : Number 482 In this issue: Returned mail Re: Lockheed publication Returned mail 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: sschaper@pobox.com (Steve Schaper) Date: Wed, 25 Oct 1995 16:57:43 -0500 Subject: Returned mail Your mail could not be delivered because of the following reason: ----- Transcript of session follows ----- Executing: /usr/lib/mail/surrcmd/smtpqer -B -C -u -n attatl.AtlantaGA.NCR.COM!gaia.ucs.orst.edu!skunk-works-digest rpsmsgw @rpsmsgw:cfoster@rpspo2.atlantaga.ncr.com smtpqer: Binary contents cannot be sent via SMTP server "/usr/lib/mail/surrcmd/smtpqer" failed - unknown mailer error 1 ----- Unsent message follows ----- ------------------------------ From: Kathryn & Andreas Gehrs-Pahl Date: Wed, 25 Oct 1995 20:04:47 -0400 (EDT) Subject: Re: Lockheed publication Because I could not find this post of mine in any of the last [screwed-up by returned-mail-messages] skunk works digests, here is a repost: The Lockheed Martin Skunk Works, as the company is now officially named, has also an in-house publication, called: "STAR" You can subscribe to the Star by sending a check to: All Direct Mail Services 7040 Lankershim Blvd. North Hollywood, CA 91605-5803 You can call them at: 1-800-792-5067, but can only subscribe via mail. A one year subscription (12 issues) cost $12, including shipping. - -- Andreas - --- --- Andreas & Kathryn Gehrs-Pahl E-Mail: schnars@ais.org 313 West Court St. #305 or: gpahl@raptor.csc.flint.umich.edu Flint, MI 48502-1239 Tel: (810) 238-8469 WWW URL: http://www.umcc.umich.edu/~schnars/ - --- --- ------------------------------ From: Mail Router (smail 2.8.1 dl,da,fa,tu,po,qf,dbm 04/16/92 1) Date: 25 Oct 95 21:12:38 EDT Subject: Returned mail Your mail could not be delivered because of the following reason: ----- Transcript of session follows ----- Executing: /usr/lib/mail/surrcmd/smtpqer -B -C -u -n attatl.AtlantaGA.NCR.COM!gaia.ucs.orst.edu!skunk-works-digest rpsmsgw @rpsmsgw:cfoster@rpspo2.atlantaga.ncr.com smtpqer: Binary contents cannot be sent via SMTP server "/usr/lib/mail/surrcmd/smtpqer" failed - unknown mailer error 1 ----- Unsent message follows ----- From skunk-works-digest Wed Oct 25 11:27:09 0700 1995 remote from gaia.ucs.orst.edu Received: from ncrgw1.UUCP (ncrgw1@localhost) by ncrhub4.attgis.com (8.7.1/8.7) with UUCP id VAA28178; Wed, 25 Oct 1995 21:09:11 -0400 (EDT) Received: by ncrgw1.ATTGIS.COM; 25 Oct 95 21:08:05 EDT Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id LAA04128 for skunk-works-digest-outgoing; Wed, 25 Oct 1995 11:27:11 -0700 Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id LAA04118 for skunk-works-digest-send@mail.orst.edu; Wed, 25 Oct 1995 11:27:09 -0700 Date: Wed, 25 Oct 1995 11:27:09 -0700 Message-Id: <199510251827.LAA04118@gaia.ucs.orst.edu> From: skunk-works-digest-owner@gaia.ucs.orst.edu To: skunk-works-digest@gaia.ucs.orst.edu Subject: Skunk Works Digest V5 #481 Reply-To: skunk-works-digest@gaia.ucs.orst.edu Sender: skunk-works-digest-owner@gaia.ucs.orst.edu Precedence: bulk Skunk Works Digest Wednesday, 25 October 1995 Volume 05 : Number 481 In this issue: Re: Red Hats EC-130V AW&ST October 23, 1995 Speaking of urban myths...... Mig 29 Re: Myasishchev M-17/M-55 Re: EC-130V markings/call sign re: Re[2]: CFIT ... etc. Returned mail 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: Kathryn & Andreas Gehrs-Pahl Date: Wed, 25 Oct 1995 07:44:08 -0400 (EDT) Subject: Re: Red Hats EC-130V The number '1721' was the USCG (United States Coast Guard) serial assigned to the aircraft during its service there. The aircraft was modified by Lockheed Martin Fort Worth (then General Dynamics) as EC-130V, with the AN/APS-125 from an earlier E-2C (which were modified from AN/APS-125 to AN/APS-138 (some to AN/APS-139), and later to AN/APS-145). The aircraft made its first flight in the new configuration on July 31, 1991 and was delivered to CGAS (Coast Guard Air Station) Clearwater, FL. Due to budget cuts, the test program was terminated in April 1993, and the aircraft was delivered to the 514th TS (Test Squadron) at Hill AFB, UT. Another USCG HC-130H conversion (USCG serial '1502') was started in 1994 at CGAS Elizabeth City, using a more modern AN/APS-137 radar. The USCG used the following C-130 Hercules: * 12 R8V-1G, redesignated SC-130B, (redesignated HC-130G), redesignated HC-130B; USCG serials: 1339 - 1342 and 1344 - 1351. * 1 EC-130E, modified to HC-130E; USCG serial: 1414. * 32 HC-130H; USCG serials: 1452 - 1454, 1500 - 1504, 1600 - 1603 and 1700 - 1720. * 1 HC-130H, modified to EC-130V; USCG serial: 1721. * another, unconfirmed HC-130H serial is 1790. Before the EC-130V was available, the USCG leased 9 Grumman E-2C Hawkeye from the USN (United States Navy), which were later all (but one) returned to the USN. The following aircraft were involved and received USCG serials: * USN BuNo '160698', to USCG '3501', crashed * USN BuNo '159497', to USCG '3502', returned * USN BuNo '159112', to USCG '3503', returned * USN BuNo '160011', to USCG '3504', returned * USN BuNo '159502', to USCG '3505', returned * USN BuNo '161342', to USCG '3506', returned * USN BuNo '158641', to USCG '3507', returned * USN BuNo '160415', to USCG '3508', returned * USN BuNo '160419', to USCG '3509', returned Lockheed also modified four P-3B Orions to P-3B AEW (Airborne Early Warning) with AN/APS-138 radars, the same as used in later E-2C, for the USCS (United States Custom Service). The aircraft were originally advertised as P-3 AEW&C, and later as P-3 Sentinel, while in USCS service they are called P-3B 'Domes' to distinguish them from P-3A 'Slicks', also used by the USCS. The modifications included Hazletine TPX-54 IFF, AN/AYK-14 computer with Honeywell 1601M array processor, dual Sanders Miligraphics touch-sensitive color display screens, providing digital data, dual ARC-182 VHF/UHF com, dual ARC-207 HF and dual Wulfsberg VHF/UHF FM radios, and were made by the: Lockheed Skunk Works (now we are on topic!) The following aircraft were modified: * P-3B-100-LO, c/n 5409, BuNo '155299', ex RAAF (Royal Australian Air Force) 'A9-299', registered 'N91LC' and equipped with an empty AN/APA-171 radom for tests, making its first flight (without radar) on June 14, 1984, and with radar (AN/APS-125) on April 8, 1988. It was delivered to the USCS at NAS (Navy Air Station) Corpus Christi, TX, and reregistered 'N145CS' and named 'Blue Eagle'. It was later retrofitted with AN/APS-138 radar. * P-3B-105-LO, c/n 5286, BuNo '154605', ex RAAF 'A9-605', registered 'N146CS' and named 'Blue Eagle II', was delivered to the USCS in June 1989 with AN/APS-138. * P-3B-65-LO, c/n 5162, BuNo '152722', registered 'N147CS', delivered to USCS on June 26, 1992, with AN/APS-138. * P-3B-95-LO, c/n 5256, BuNo '154575', registered 'N148CS', delivered to USCS on May 26, 1993, with AN/APS-138. Other P-3s in USCS service are: * P-3A-45-LO, c/n 5103, BuNo '151390', registered 'N15390'. * P-3A-45-LO, c/n 5108, BuNo '151395', registered 'N16295'. * P-3A-55-LO, c/n 5140, BuNo '152170', registered 'N16370'. * P-3A-25-LO, c/n 5040, BuNo '150514', registered 'N18314'. - - -- Andreas - - --- --- Andreas & Kathryn Gehrs-Pahl E-Mail: schnars@ais.org 313 West Court St. #305 or: gpahl@raptor.csc.flint.umich.edu Flint, MI 48502-1239 Tel: (810) 238-8469 WWW URL: http://www.umcc.umich.edu/~schnars/ - - --- --- - ------------------------------ From: Kathryn & Andreas Gehrs-Pahl Date: Wed, 25 Oct 1995 07:45:16 -0400 (EDT) Subject: AW&ST October 23, 1995 The cover shows a very nice photo of the second F-16XL, 'NASA 848', with the new laminar flow test wing, photographed in flight from above. INDUSTRY OUTLOOK, page 17: ========================== "CLOUD SANDWICH: Simultaneous radiometer measurements by satellite, three specially instrumented aircraft and ground stations should help improve weather forecasting on cloudy days. The aircraft, which fly in an approximately stacked formation directly over ground sensor arrays, consist of a NASA ER-2 high-altitude research jet soaring at 65,000 ft., a Grob Egrett cruising at about 43,000 ft. and a de Havilland Twin Otter flying at 1,500 ft. By comparing about 75 hr. of vertically aligned ground, flight and satellite data, scientists at Sandia National Laboratories hope to better understand the role of clouds in warming and cooling the Earth." NEWS BREAKS, page 21: ===================== "Two businessmen were indicted by a federal grand jury in Boston on charges of attempting to pass secrets to the Soviet Union, from 1985-90, on stealth aircraft absorbent paint and mercury cadmium teluride infrared detectors used in tracking missiles. Subrahmanyan M. Kota, of Northboro, Mass., was indicted along with Aluru J. Prasad, of India. Kota is president of the Boston Group computer consultants and Prasad is president of Hyderabad Batteries Ltd. of India. The two allegedly maintained a network of individuals to help them in the conspiracy to obtain classified defense documents." [I wonder what this "stealth aircraft absorbent paint" is used for, there are no foreign stealth aircraft to absorb, yet! :)] CONGRESSIONAL IMPASSE DISRUPTS MILITARY BUDGETS, pages 65-66: ============================================================= The article focuses at B-2s, C-17s and C-33s, and Tier UAVs. POWERED JSOW FLIES AT CHINA LAKE, page 66: ========================================== "JSOW is a key standoff weapon designed for carriage in the small-weapon bays of stealthy aircraft. Now the range of the glider weapon has been extended to an estimated 100+ naut. mi. with the addition of a small turbojet engine. The powered JSOW is pictured in its recent first flight at China Lake Naval Air Weapons Center. After being dropped from an F-4 test aircraft, the missile completed an 11-min. racetrack-pattern flight before self-destructing. This powered JSOW flight is the first demonstration of the technology needed to create a low-risk, low-cost candidate for both the U.S. Joint Air-to-Surface Standoff Missile (JASSM) and Britain's Conventionally Armed Standoff Missile (CASOM) competition. JSOW is designed so that the F-117 and Joint Strike Fighter can carry two and the B-2 can carry 16." The article includes two photos: One of JSOW directly after release from F-4D-25-MC, USAF serial '64-0965', registered 'N424FS' and operated by (Tracor) Flight Systems, at Mojave, CA. The other shows JSOW in flight with its wings deployed. Both pictures are of low, crt-like, digitized quality. 2008 EARLIEST DATE TO FIELD JSF, page 73: ========================================= Computer analysis showed that the Joint Strike Fighter (JSF) could cost about 30% less than the previously estimated $50 million (plus) flyaway cost each, and life-cycle cost could be reduced 28-32%, while IOC (Initial Operational Capability) -- for some services -- would be around 2008. Production rates should be as follows: * 12 in 2007; * 24 in 2008; * 36 in 2009; * 72 in 2010; * 122 in 2011; ============== * 266 in the first 5 years. The following technologies/changes would be incorporated into JSF: * helmet-mounted sights and audio-visual system, for increased weapons delivery accuracy * modified engines with a low-observable, axisymetric engine exhaust nozzle, to reduce the IR signature; * ordnance carriage will be only internal for stealthy missions, because conformal weapons -- consisting of either coverings for externally carried weapons or embedding the weapons into the wing/fuselage -- were deemed too expensive or not stealthy enough. The cover story, about the F-16XL is also interesting: F-16XL FLIGHTS COULD AID IN HSCT DESIGN, pages 42-44: ===================================================== And of course part 2 of the Missile Handicap series, including the following articles: FRENCH EXPAND ATTACK OPTIONS, pages 45-46: ========================================== U.S. FIGHTERS TO GET HELMET DISPLAYS AFTER 2000, pages 46-48: ============================================================= EUROFIGHTER PROTOTYPE, page 48: =============================== TEST PROGRAMS PREPARE FOR HELMET PRODUCTION, pages 51-52: ========================================================= VTAS SIGHT FIELDED, SHELVED IN 1970s, page 52: ============================================== BGT SAYS SCANNING LINEAR ARRAY BEATS STARING SEEKER, pages 53-54: ================================================================= HELMET-MOUNTED SIGHTS MUST OVERCOME DELAYS, page 54: ==================================================== The articles include information about: * French and German off-boresight missiles, in service and testing: - French Matra Mica; - French Matra Magic 2; - German BGT (Bodenseewerk Geraetetechnik) Iris-T; * the abandoned VTAS (Visual Target Acquisition System), used on F-4s in the 1970s; * three U.S. research programs aimed at the JHMCS: - Vista Sabre 2/Vista Sabre Navy, using 2 F-15C, 1 F-14A, 1 F/A-18C; - VCATS (Visually Coupled Acquisition and Targeting System); - First Shot Integrated Product Team; * helmets and displays, some of which could compete for the US JHMCS (Joint Helmet-Mounted Cueing System), which is supposed to be compatible with F-15s, F-16s, F/A-18s and F-22s and operational in 2001: - Honeywell helmet, maybe teamed with GEC-Marconi Avionics; - Kaiser-Electronics (HMD (Helmet-Mounted Display)); - Israeli Elbit (DASH Generation 3 helmet); - French Sextant Avionique (Top Sight helmet); - British GEC-Marconi with Pilkington Optronics and Gentex (Eurofighter helmet-mounted display, based on older Crusader design); - - -- Andreas - - --- --- Andreas & Kathryn Gehrs-Pahl E-Mail: schnars@ais.org 313 West Court St. #305 or: gpahl@raptor.csc.flint.umich.edu Flint, MI 48502-1239 Tel: (810) 238-8469 WWW URL: http://www.umcc.umich.edu/~schnars/ - - --- --- - ------------------------------ From: Charles_E._Smith.wbst200@xerox.com Date: Wed, 25 Oct 1995 05:33:25 PDT Subject: Speaking of urban myths...... Folks, Since we`re all into e-mail I`m sure we`ve all heard of the "Good Times" virus. Its a hoax. It`s the old "Meta-Virus again. You wiil not have a meltdown from answering your e-mail. The only thing this can hurt is your disk space on your mail server by cluttering it up with info - just like I`m doing now. Chuck - ------------------------------ From: seb@tadpole.co.uk (Steven Barber) Date: Wed, 25 Oct 1995 13:22:24 GMT Subject: Mig 29 Slightly off-topic but ... There are some tri-national NATO airbases in the UK where Tornadoes are serviced. Some Luftwaffe ground crews were talking with friends of a friend a while back and commented on how glad they were to be working on Tornadoes rather than the Mig-29s they'd previously been assigned to. It turned out that to service the engine on the Mig, you have to virtually dismantle the entire airframe... This may also tie in (very loosely) with the report a while back that the Mig-25 Foxbat could reach Mach 3 - but only once, then it was necessary to throw then engines away... Just goes to show what a remarkable achievment the SR-71 was. - ------------------------------ From: "J. Pharabod" Date: Wed, 25 Oct 95 15:30:51 MET Subject: Re: Myasishchev M-17/M-55 >It can't cruise at altitudes that high, it is somewere in the 50-60K >range I believe. [...] >"MegaZone" (Wed, 25 Oct 1995 03:31:49 -0400 (EDT)) There is indeed a recce MiG-25R. Max Mach 2.83. Max practical altitude 68,900 feet. Max flight distance 2,130 km (supersonic) or 2,400 km (subsonic). (I think this could be increased by refueling in flight?). J. Pharabod - ------------------------------ From: hlapa@Zeus.signalcorp.com Date: Wed, 25 Oct 95 11:39:29 EST Subject: Re: EC-130V markings/call sign My educated guess: The bird has an AF SerNo because it was bought for the Coasties on an Air Force contract. The acft designation painted in small characters near the back end of the fuselage is standard naval (USN, USMC, USCG) marking practice. This practice does not include the data block under the cockpit as seen on USAF, USA acft. "1721" is probably the Coast Guard identifier (I forget what they call it -- not Serial or Bureau number) and is normally painted on either side of the nose, but not the tail. If so, this would be a legit call sign. When aircraft are transferred between services, sometimes a new BuNo/SerNo/Whatever is assigned and sometimes not. (Example: Ex-Calif ANG O-2As transferred to VA-122 Det Fallon (Navy) as hacks/spotters for the A-7 FRS assumed last 6 digits of USAF SerNo as the new BuNo. They were contractor-maintained.) Seems that if the Red Hat HerkyDome is in reporting custody of USAF now, that it would (re)assume its USAF identity -- 87-0157 -- but not necessarily. Perhaps they don't intend to keep it around long, say, until due for depot rework. I bet the story of this acft is in the big C-130 article in one of the past Airpower Journals. We can't expect our professional bureaucrats to keep numbering/designation systems straight; they're too busy adding bogus punctuation marks ("/") to our planes and erroneously duplicating submarine hull numbers starting with "21." Hank _ - ------------------------------ From: ahanley@banyan.usace.mil Date: Wed, 25 Oct 95 9:28:05 ÿÿÿ Subject: re: Re[2]: CFIT ... etc. Ya know, These all remind me of a report I read when I worked for the FAA, which got some national exposure (the report, not me). It was dealing with teh problem of mid-air collisions. I don't remember the exact wording, but one phrase sticks to my mind. It was that the one factor common to all these cases was that, "...in each case the range between the two aircraft eventually decreases to zero". Art Hanley In compliance with the Full Employment For Lawyers Act, I must state that the Above does not represent my employer's Views, only mine - ------------------------------ From: Mail Router (smail 2.8.1 dl,da,fa,tu,po,qf,dbm 04/16/92 1) Date: 25 Oct 95 14:21:02 EDT Subject: Returned mail Your mail could not be delivered because of the following reason: ----- Transcript of session follows ----- Executing: /usr/lib/mail/surrcmd/smtpqer -B -C -u -n attatl.AtlantaGA.NCR.COM!gaia.ucs.orst.edu!skunk-works-digest rpsmsgw @rpsmsgw:cfoster@rpspo2.atlantaga.ncr.com smtpqer: Binary contents cannot be sent via SMTP server "/usr/lib/mail/surrcmd/smtpqer" failed - unknown mailer error 1 ----- Unsent message follows ----- From skunk-works-digest Wed Oct 25 03:41:05 0700 1995 remote from gaia.ucs.orst.edu Received: from ncrgw1.UUCP (ncrgw1@localhost) by ncrhub5.attgis.com (8.7/8.7) with UUCP id OAA10164; Wed, 25 Oct 1995 14:17:34 -0400 (EDT) Received: by ncrgw1.ATTGIS.COM; 25 Oct 95 14:12:29 EDT Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id DAA20453 for skunk-works-digest-outgoing; Wed, 25 Oct 1995 03:41:07 -0700 Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id DAA20446 for skunk-works-digest-send@mail.orst.edu; Wed, 25 Oct 1995 03:41:05 -0700 Date: Wed, 25 Oct 1995 03:41:05 -0700 Message-Id: <199510251041.DAA20446@gaia.ucs.orst.edu> From: skunk-works-digest-owner@gaia.ucs.orst.edu To: skunk-works-digest@gaia.ucs.orst.edu Subject: Skunk Works Digest V5 #480 Reply-To: skunk-works-digest@gaia.ucs.orst.edu Sender: skunk-works-digest-owner@gaia.ucs.orst.edu Precedence: bulk Skunk Works Digest Wednesday, 25 October 1995 Volume 05 : Number 480 In this issue: Re: Myasishchev M-17/M-55 Returned mail 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: megazone@world.std.com (MegaZone) Date: Wed, 25 Oct 1995 03:31:49 -0400 (EDT) Subject: Re: Myasishchev M-17/M-55 Once upon a time J. Pharabod shaped the electrons to say... > 8/31/77 Ye-266M absolute altitude - 123,524 ft = 37,650 m. > >The engines of the Ye-266M (D-30F 15,500 kg thrust) were more powerful >than those of the SR-71 (Pratt&Whitney J58 14,700 kg) (sorry for the >bad French aeronautical unit "kg"). Big difference here. That record was a zoom climb -firewall it and point the nose up. Then coast back down after you starve the engines. It can't cruise at altitudes that high, it is somewere in the 50-60K range I believe. The F-15 Streak Eagle set some time to climb records and either set or went for alt records - but it isn't practical. (Yes, Streak not Strike. An 'A' model stripped for record setting.) - - - -MZ - - - -- megazone@world.std.com 510-527-0944 MegaZone's Waste Of Time Moderator: anime fanfic archive, ftp.std.com /archives/anime-fan-works; rec.arts.anime.stories - Maintainer: Ani Difranco Mailing List - Mail to majordomo@world.std.com with 'subscribe ani-difranco' in the body. - - ------------------------------ From: Mail Router (smail 2.8.1 dl,da,fa,tu,po,qf,dbm 04/16/92 1) Date: 25 Oct 95 06:41:21 EDT Subject: Returned mail Your mail could not be delivered because of the following reason: ----- Transcript of session follows ----- Executing: /usr/lib/mail/surrcmd/smtpqer -B -C -u -n attatl.AtlantaGA.NCR.COM!gaia.ucs.orst.edu!skunk-works-digest rpsmsgw @rpsmsgw:cfoster@rpspo2.atlantaga.ncr.com smtpqer: Binary contents cannot be sent via SMTP server "/usr/lib/mail/surrcmd/smtpqer" failed - unknown mailer error 1 ----- Unsent message follows ----- From skunk-works-digest Wed Oct 25 00:28:29 0700 1995 remote from gaia.ucs.orst.edu Received: from ncrgw1.UUCP (ncrgw1@localhost) by ncrhub5.attgis.com (8.7/8.7) with UUCP id GAA05010; Wed, 25 Oct 1995 06:38:01 -0400 (EDT) Received: by ncrgw1.ATTGIS.COM; 25 Oct 95 06:37:11 EDT Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id AAA16885 for skunk-works-digest-outgoing; Wed, 25 Oct 1995 00:28:31 -0700 Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id AAA16878 for skunk-works-digest-send@mail.orst.edu; Wed, 25 Oct 1995 00:28:29 -0700 Date: Wed, 25 Oct 1995 00:28:29 -0700 Message-Id: <199510250728.AAA16878@gaia.ucs.orst.edu> From: skunk-works-digest-owner@gaia.ucs.orst.edu To: skunk-works-digest@gaia.ucs.orst.edu Subject: Skunk Works Digest V5 #479 Reply-To: skunk-works-digest@gaia.ucs.orst.edu Sender: skunk-works-digest-owner@gaia.ucs.orst.edu Precedence: bulk Skunk Works Digest Wednesday, 25 October 1995 Volume 05 : Number 479 In this issue: Returned mail 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: Mail Router (smail 2.8.1 dl,da,fa,tu,po,qf,dbm 04/16/92 1) Date: 25 Oct 95 03:27:42 EDT Subject: Returned mail Your mail could not be delivered because of the following reason: ----- Transcript of session follows ----- Executing: /usr/lib/mail/surrcmd/smtpqer -B -C -u -n attatl.AtlantaGA.NCR.COM!gaia.ucs.orst.edu!skunk-works-digest rpsmsgw @rpsmsgw:cfoster@rpspo2.atlantaga.ncr.com smtpqer: Binary contents cannot be sent via SMTP server "/usr/lib/mail/surrcmd/smtpqer" failed - unknown mailer error 1 ----- Unsent message follows ----- From skunk-works-digest Tue Oct 24 19:42:58 0700 1995 remote from gaia.ucs.orst.edu Received: from ncrgw1.UUCP (ncrgw1@localhost) by ncrhub4.attgis.com (8.7.1/8.7) with UUCP id DAA14429; Wed, 25 Oct 1995 03:24:23 -0400 (EDT) Received: by ncrgw1.ATTGIS.COM; 25 Oct 95 03:22:59 EDT Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id TAA00255 for skunk-works-digest-outgoing; Tue, 24 Oct 1995 19:42:59 -0700 Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id TAA00247 for skunk-works-digest-send@mail.orst.edu; Tue, 24 Oct 1995 19:42:58 -0700 Date: Tue, 24 Oct 1995 19:42:58 -0700 Message-Id: <199510250242.TAA00247@gaia.ucs.orst.edu> From: skunk-works-digest-owner@gaia.ucs.orst.edu To: skunk-works-digest@gaia.ucs.orst.edu Subject: Skunk Works Digest V5 #477 Reply-To: skunk-works-digest@gaia.ucs.orst.edu Sender: skunk-works-digest-owner@gaia.ucs.orst.edu Precedence: bulk Skunk Works Digest Tuesday, 24 October 1995 Volume 05 : Number 477 In this issue: Re: Lockheed publication Re[2]: CFIT ... etc. Returned mail 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: Greg Fieser Date: Tue, 24 Oct 1995 14:40:20 -0500 Subject: Re: Lockheed publication > >A recent posting referred to a Lockheed/Martin publication available by >subscription called "Code One". Does anyone have more information on >Lockheed publications which are available to the public (cost, address, >general content)? This group would be prime customers. > I purposefully did not include this information, since I did not want to appear to promote a product, per se, in this forum. If people are interested (and I assume by your posting that they are), I won't feel badly about it. Let me say that I am not associated professionally with this publication (other than as a subscriber), and I stand to gain nothing personally by posting this information. Okay, here it is (taken directly from the inside cover): Send correspondence to Code One Magazine, Mail Zone 1793, Lockheed Martin TAS, PO Box 748, Fort Worth, Texas 76101. Our editorial office phone number is 817-777-5542. For distribution information, call 777-5614. Our fax number is 777-5557. Personal Subscriptions: Send your name, address, and $12 for a one-year subscription (four issues) to Code One at the address above. Foreign subscriptions are $25 (US). Some back issues are available. Please note that this is a publication of the branch of Lockheed located in Fort Worth, Texas, formerly known as General Dynamics. As such, the content focuses on primarily F-16s (and some F-22 and JAST stuff). It is NOT about the Palmdale Skunkworks. There is another publication I have seen, called Lockheed Horizons, which occasionally will focus on aircraft, but is more of a "corporate" magazine. I have seen a past issue of Horizons which was dedicated entirely to the F-117, but I'm afraid that was a special case. Someone else may have more info on the Horizons magazine... Greg Fieser (since I am self-employed, the views expressed ARE those of my employer...) - - - - ------------------------------ From: "Terry Colvin" Date: Tue, 24 Oct 95 16:28:35 EST Subject: Re[2]: CFIT ... etc. Cheryl Douglas reports the following: "...during the testing of the F-111 terrain-following radar system they spoke of 'unauthorized terrain incursions.'" Congratulations, Cheryl! As far as I am concerned, your report sets the new standard for euphemisms. Bill Riddle Army Aviation TASOV (Retired) (Terrain Avoidance System Operator, Visual) - - - - ------------------------------ From: Mail Router (smail 2.8.1 dl,da,fa,tu,po,qf,dbm 04/16/92 1) Date: 24 Oct 95 22:42:34 EDT Subject: Returned mail Your mail could not be delivered because of the following reason: ----- Transcript of session follows ----- Executing: /usr/lib/mail/surrcmd/smtpqer -B -C -u -n attatl.AtlantaGA.NCR.COM!gaia.ucs.orst.edu!skunk-works-digest rpsmsgw @rpsmsgw:cfoster@rpspo2.atlantaga.ncr.com smtpqer: Binary contents cannot be sent via SMTP server "/usr/lib/mail/surrcmd/smtpqer" failed - unknown mailer error 1 ----- Unsent message follows ----- From skunk-works-digest Tue Oct 24 11:14:38 0700 1995 remote from gaia.ucs.orst.edu Received: from ncrgw1.UUCP (ncrgw1@localhost) by ncrhub5.attgis.com (8.7/8.7) with UUCP id WAA12255; Tue, 24 Oct 1995 22:39:00 -0400 (EDT) Received: by ncrgw1.ATTGIS.COM; 24 Oct 95 22:38:29 EDT Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id LAA07349 for skunk-works-digest-outgoing; Tue, 24 Oct 1995 11:14:39 -0700 Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id LAA07341 for skunk-works-digest-send@mail.orst.edu; Tue, 24 Oct 1995 11:14:38 -0700 Date: Tue, 24 Oct 1995 11:14:38 -0700 Message-Id: <199510241814.LAA07341@gaia.ucs.orst.edu> From: skunk-works-digest-owner@gaia.ucs.orst.edu To: skunk-works-digest@gaia.ucs.orst.edu Subject: Skunk Works Digest V5 #476 Reply-To: skunk-works-digest@gaia.ucs.orst.edu Sender: skunk-works-digest-owner@gaia.ucs.orst.edu Precedence: bulk Skunk Works Digest Tuesday, 24 October 1995 Volume 05 : Number 476 In this issue: Re: Myasishchev M-17/M-55 Re: Skunk Works Digest V5 #474 Re: Myasishchev M-17/M-55 unsuscribe Re: Myasishchev M-17/M-55 Re: CFIT Lockheed publication Returned mail 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: Paul Adams Date: Tue, 24 Oct 1995 07:13:37 -0500 Subject: Re: Myasishchev M-17/M-55 O.K. We seem to have a contradiction here. tullman.robert@ehccgate.sandoz.com writes: > The world's highest flying spy plane, the Russian M-55 ... > > The M-55 has a greater range and can carry more instruments than the > American plane... Kathryn & Andreas Gehrs-Pahl writes: > Also, the following was posted on Mon, 1 Aug 94 19:36:14 MET DST > by Urban Fredriksson on this list: > > >Data for M-17: > >Practical ceiling: 21500 m > > >Data for M-55: > >Ceiling: 20000 m > > >[Air International Aug 1994] How can the M-17/55 be the highest flying spy plane when the ceilings listed are between 65,000 and 70,000 feet? The A-12/SR-71 had an operational ceiling between 85,000 and 95,000 feet. I do not have U-2 data with me at work, but I believe it was in the same area (80+K feet). Anyway, is not the ozone layer at 105+K feet? Paul \ ___ / Paul Adams \ /___\ / paul@erc.msstate.edu ____________\___/__.__\___/____________ YF-22 \ \ / / \__/\___/\__/ - - - - - ------------------------------ From: quagga@world.std.com Date: Tue, 24 Oct 1995 09:46:22 -0400 (EDT) Subject: Re: Skunk Works Digest V5 #474 [i fervently hope REPLYing to the digest is the right way for this to be posted... ] Hi folks. I could not resist following up the thread which has thus far enumerated ocean-synchronous orbit, cumulo-granite formations and the use of terrain- furrowing radar in near-miss situations. I recently saw someone write in their .sig: "the ground wins 100% of the time", attributed to an Aardrvark driver. (mstuder@paul.spu.edu) Anyhow, I read some time ago (I -WISH- I could give this proper attribution) that during the testing of the F-111 terrain-following radar system they spoke of "unauthorized terrain incursions". ------------ ------- ---------- Bwahahahahaha(klunk) (eek, laughed my head off.) Have a Nice Day. Cheryl Douglas USPA A-19274 <-- skydiving affiliation Aspiring PP-ASEL, AOPA Member and all-around Good Shit. Artist/Engineer/Irritant Cybervid Corporation Tactical Nuclear Weapons Division Nashua NH USA quagga@world.std.com \o/ "Ich habe festgestellt, das es N I C H T S gibt, was Deine (( Aufmerksamkeit schneller und vollstaendiger fesselt, als ein \\ sich nicht oeffender Fallschirm!" - - - - - ------------------------------ From: "J. Pharabod" Date: Tue, 24 Oct 95 14:58:24 MET Subject: Re: Myasishchev M-17/M-55 >How can the M-17/55 be the highest flying spy plane when the ceilings >listed are between 65,000 and 70,000 feet? The A-12/SR-71 had an >operational ceiling between 85,000 and 95,000 feet. I do not have >U-2 data with me at work, but I believe it was in the same area (80+K feet). >Anyway, is not the ozone layer at 105+K feet? >Paul Adams (Tue, 24 Oct 1995 07:13:37 -0500) According to the book "MiG 1939-1989" (Paris, 1991), by R.A. Belyakov (then boss of the OKB MiG) and J. Marmain, the absolute altitude record has been set by the (ex-)Soviet Ye-266 (pilot Fedotov): 8/31/77 Ye-266M absolute altitude - 123,524 ft = 37,650 m. The engines of the Ye-266M (D-30F 15,500 kg thrust) were more powerful than those of the SR-71 (Pratt&Whitney J58 14,700 kg) (sorry for the bad French aeronautical unit "kg"). I think that there was a spy plane version of this MiG-25/Ye-266M, but I am not sure (I have not the Belyakov&Marmain's book handy). J. Pharabod - - - - - ------------------------------ From: Dag Peak Date: Tue, 24 Oct 1995 08:18:40 -0600 (MDT) Subject: unsuscribe unsuscribe - - - - - ------------------------------ From: John Burtenshaw Date: Tue, 24 Oct 1995 15:40:54 -0100 Subject: Re: Myasishchev M-17/M-55 At 14:58 24/10/95 MET, J. Pharabod wrote: - - - - - ------------------------------ From: Greg Fieser Date: Tue, 24 Oct 1995 11:14:53 -0500 Subject: Re: CFIT Okay, one more from my days on the F-15E sims: The pilots were evaluating the computer-generated visual system that was used to generate sensor images (EO, IR and radar). One of the features of these "visual systems" is their ability to return a "height above terrain" value that is used for both collision detection with the ground and RALT simulation. During testing we were able to turn off this feature, and "fly" around "under" the ground. One of the pilots observed our testing, and asked if they would be able to fly "underground" in the sim. I responded that, in the sim, if they tried this they would be limited to flying only "six feet under" the ground. Apparently the humor was lost on him, as I heard him mention to his WSO something about a technical limitation of the system allowing altitudes of only "negative six feet"... Greg Fieser (since I'm self-employed, these views DO reflect those of my employer...) - - - - - ------------------------------ From: "Joe Pialet" Date: Tue, 24 Oct 95 12:18:48 +0100 Subject: Lockheed publication A recent posting referred to a Lockheed/Martin publication available by subscription called "Code One". Does anyone have more information on Lockheed publications which are available to the public (cost, address, general content)? This group would be prime customers. - - - - - ------------------------------ From: Mail Router (smail 2.8.1 dl,da,fa,tu,po,qf,dbm 04/16/92 1) Date: 24 Oct 95 14:09:11 EDT Subject: Returned mail Your mail could not be delivered because of the following reason: ----- Transcript of session follows ----- Executing: /usr/lib/mail/surrcmd/smtpqer -B -C -u -n attatl.AtlantaGA.NCR.COM!gaia.ucs.orst.edu!skunk-works-digest rpsmsgw @rpsmsgw:cfoster@rpspo2.atlantaga.ncr.com smtpqer: Binary contents cannot be sent via SMTP server "/usr/lib/mail/surrcmd/smtpqer" failed - unknown mailer error 1 ----- Unsent message follows ----- From skunk-works-digest Tue Oct 24 04:58:03 0700 1995 remote from gaia.ucs.orst.edu Received: from ncrgw1.UUCP (ncrgw1@localhost) by ncrhub4.attgis.com (8.7/8.7) with UUCP id OAA16669; Tue, 24 Oct 1995 14:05:57 -0400 (EDT) Received: by ncrgw1.ATTGIS.COM; 24 Oct 95 14:03:48 EDT Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id EAA25518 for skunk-works-digest-outgoing; Tue, 24 Oct 1995 04:58:05 -0700 Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id EAA25511 for skunk-works-digest-send@mail.orst.edu; Tue, 24 Oct 1995 04:58:03 -0700 Date: Tue, 24 Oct 1995 04:58:03 -0700 Message-Id: <199510241158.EAA25511@gaia.ucs.orst.edu> From: skunk-works-digest-owner@gaia.ucs.orst.edu To: skunk-works-digest@gaia.ucs.orst.edu Subject: Skunk Works Digest V5 #475 Reply-To: skunk-works-digest@gaia.ucs.orst.edu Sender: skunk-works-digest-owner@gaia.ucs.orst.edu Precedence: bulk Skunk Works Digest Tuesday, 24 October 1995 Volume 05 : Number 475 In this issue: Re: Final Wishes preliminary-FY 1996 "black" programs Returned mail Re: CFIT 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: Wei-Jen Su Date: Tue, 24 Oct 1995 03:51:40 -0400 (EDT) Subject: Re: Final Wishes On Mon, 23 Oct 1995, JOHN F. REGUS wrote: > Who can I contact at NASA, ESA, CIS, the Japanese, et al. > to have my body sent into deep space (like the Voyager spacecraft) when I die. > > I am willing to spend up to $1 million (U.S.) . > > I am not kidding. > I don't really know who you should contact. But, there is a program that will preserve your body until in the future they find a way to cure your sickness (they use a technology that freeze your body, Cryogenic maybe is the name ????) Anyway, if you want to go to deep space after you die, if you was a "good boy", your spirit will do it, and will go fartest than that (I mean to another dimension too). So, you don't have to spend money in a useless body and donate the money for good. Like my father said: "Your body is like a dress, when it get old, you throw away and get another new one, but your spirit is eternal..." Live Long and Prosper Su Wei-Jen wsu02@barney.poly.edu - - - - - - ------------------------------ From: "Stefan 'Stetson' Skoglund" Date: Tue, 24 Oct 1995 09:25:15 +0100 Subject: preliminary-FY 1996 "black" programs >>>>> "TRADER" == TRADER writes: TRADER> * The "TR-3A" tactical reconnaissance aircraft that Aviation ... TRADER> manned reconnaissance mission. That sounds to me like an replacement for the RF-4C TRADER> * The Senate version of this report mentioned an incident I TRADER> had not heard of before. They discussed funding anti-terrorist TRADER> activities to prevent a repeat of incidents such as the World TRADER> Trade Center and Oklahoma City bombings, -and- the 1981 TRADER> release of Uranium-235 in the New York water supply. I have TRADER> never heard of the release of radioactive material before, but TRADER> it does explain certain New York phenomena such as Howard TRADER> Stern and Donald Trump... Are you tacky or ... - - - - - - ------------------------------ From: Mail Router (smail 2.8.1 dl,da,fa,tu,po,qf,dbm 04/16/92 1) Date: 24 Oct 95 05:13:45 EDT Subject: Returned mail Your mail could not be delivered because of the following reason: ----- Transcript of session follows ----- Executing: /usr/lib/mail/surrcmd/smtpqer -B -C -u -n attatl.AtlantaGA.NCR.COM!gaia.ucs.orst.edu!skunk-works-digest rpsmsgw @rpsmsgw:cfoster@rpspo2.atlantaga.ncr.com smtpqer: Binary contents cannot be sent via SMTP server "/usr/lib/mail/surrcmd/smtpqer" failed - unknown mailer error 1 ----- Unsent message follows ----- From skunk-works-digest Mon Oct 23 23:30:19 0700 1995 remote from gaia.ucs.orst.edu Received: from ncrgw1.UUCP (ncrgw1@localhost) by ncrhub5.attgis.com (8.7/8.7) with UUCP id FAA01932; Tue, 24 Oct 1995 05:10:29 -0400 (EDT) Received: by ncrgw1.ATTGIS.COM; 24 Oct 95 04:58:35 EDT Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id XAA19609 for skunk-works-digest-outgoing; Mon, 23 Oct 1995 23:30:20 -0700 Received: (from daemon@localhost) by gaia.ucs.orst.edu (8.6.10/8.6.6) id XAA19602 for skunk-works-digest-send@mail.orst.edu; Mon, 23 Oct 1995 23:30:19 -0700 Date: Mon, 23 Oct 1995 23:30:19 -0700 Message-Id: <199510240630.XAA19602@gaia.ucs.orst.edu> From: skunk-works-digest-owner@gaia.ucs.orst.edu To: skunk-works-digest@gaia.ucs.orst.edu Subject: Skunk Works Digest V5 #474 Reply-To: skunk-works-digest@gaia.ucs.orst.edu Sender: skunk-works-digest-owner@gaia.ucs.orst.edu Precedence: bulk Skunk Works Digest Monday, 23 October 1995 Volume 05 : Number 474 In this issue: SR-71 again (They're getting shorter, Honest!) Black aircraft at the Edwards AFB Open House ASPJ Re: SR-71 again (They're getting shorter, Honest!) Re: AFM, No. 91, October 1995 Israeli Air Tactics Re: Israeli Air Tactics [[was Son of SR-71]] SR-71 Quick Launch preliminary-FY 1996 "black" programs Re: CFIT crash slang (was Re: Israeli Air Tactics [[was Son of SR-71]]) Russian M-55? Re: CFIT stealth helo's Final Wishes Return of the Son of ASPJ RE: preliminary-FY 1996 "black" programs Myasishchev M-17/M-55 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: "Art Hanley" Date: Mon, 23 Oct 1995 00:13:53 +0700 Subject: SR-71 again (They're getting shorter, Honest!) Andreas (GREAT post on 959 by the way), It seems we may not be so far apart as it first appeared; I too would like to see 25 SR-71s, but we probably didn't have that many operational simultaneously at the program's peak and even if it were possible to bring back any that may have been stored in climate controlled museums, that would only get a few more. No question, we are talking about a genuine Silver Bullet here. But, it's one that's paid for, and the money to run it isn't coming out of other programs. Besides, for those times when you're having to take on werewolves, all the lead bullets in the world won't help you. I would agree that in most tactical cases, you're going to have to forward deploy the SR, but that's OK. We aren't launching strike missions over Bosnia from CONUS either. We could base them as close as we would other very valuable aircraft, and with the Quick Launch procedure could get them out faster than normal if we had to. True, we only have two right now, with the possibility of two more (I wouldn't want to take Mary's back unless there was a BIG emergency), but how many U-2s do we ever deploy? Do we have Any E-8s available now? How many will we have during the five years the SR are presently planned to remain in service? We covered all of Europe with two SRs stationed in England, and only occasionally did we supplement them out of Beale on special occasions. Your questions on availability are valid, that's one of the things that has to be explored. One thing we'll have to assume is that when the need is determined to be great enough, both SRs will be sent to the area. Also, control will have to be released to the tactical commanders. We have ample experience with what happens when you try to have tactical control from Washington. As to how much it takes to support the SR, remember that the England Det was operated with 35 people, including aircrews. Your arguments regarding the SR needing a lot of luck would apply even more to satellites. Regardless of how far to the side a orbiter can look, the other guys know when they're coming. Satellites do a lot, but not everything. If they or E-3s or U-2s could supply the total solution in this situation, why is NATO sending over all those tactical planes to image Bosnia? Bosnia, by the way, was probably Not the main reason the SR was brought back. It was probably a much wider deficiency that needed to be addressed for the years to come. Another SR mission might be to check on the positions of ships of interest or to look into sub pens from an angle before they close the doors. You can't get an SR in the air as fast as you can a F-16, but you can't scramble an E-8 or U-2 either. All these assets bring different capabilities to the mix, and the more options you have, the better you can pick the one that best meets the need. If you need to loiter waiting for something to happen, and you can remain over friendly territory, the SR is certainly not not your first choice. On the other hand (Forgive me, it's late at night and I've got to do this)... [SCENE: Imperial HQ in Eastern Ramalamadingdong] SCENARIO ONE "Excellency, the Sacred Border was crossed five minutes ago by an aircraft of the imperialistic dogs. The cowardly intruder is no doubt trying to determine whether we spoke true when we assured them we would only be exercising the Royal Marching Band today." "Don't they trust us? The Swine! When will it be in position to locate our heavy armor column for their barbaric attack aircraft, and what kind of plane is it"? "In about 18 minutes. It appears to be another aircraft with excellent loiter characteristics, Fearless One". "Bring forth the Glorious SA-6s of the Revolution, my faithful lackey". "Your command has been obeyed, oh Hero of a Thousand Battles". "Let the Flames of Power be ignited that my Mighty Arm of Vengeance be lofted like a Sword of the Skies". "Huh"? "FIRE, IDIOT"! "Oh." A Few Moments Later "It is done, Magnificent Leader". "Excellent. Now, go collect the pilot and put him with the others". SCENARIO TWO "Excellency, the Sacred Border was crossed five minutes ago by an aircraft of the imperialistic dogs. The cowardly intruder is no doubt trying to determine whether we spoke true when we assured them we would only be exercising the Royal Marching Band today." "Don't they trust us? The Swine! When will it be in position to locate our heavy armor column for their barbaric attack aircraft, and what kind of plane is it"? "In about 43 seconds. It appears to be THE FASTEST AIRPLANE IN THE WORLD, Fearless One". "Bring forth the Glorious Elevator of the Revolution that I may retire to my underground bunker to plan more victories". Art "Budding Thespian" Hanley (Well, you've got to admit the last part was different than my other posts, at least) - - - - - - - ------------------------------ From: oski@physics.ucla.edu (L. Ravi Narasimhan) Date: Mon, 23 Oct 1995 01:52:18 -0700 (PDT) Subject: Black aircraft at the Edwards AFB Open House Greetings folks, Some fluff for your Monday morning: Fans of black aircraft had a rare treat on Saturday 21 October, 1995 at the Edwards AFB Open House. There was a beautiful U2/TR-1 on static display complete with a beard of antennae underneath one of the wingpods, a B-2 right next to it, and an assortment of experimental birds; F/A-18 HARV, F-16XL, ASTI F-16, and X-31 all within the same hangar. Instead of the Thunderbirds, we had a beautiful F-117 threeship demo, several F-16/F-15 flybys thanks to the Test Pilot squadron, and a few passes by the B-2. Whoever thought up this show did a marvelous job. The Northrop N9M flying wing from the Planes of Fame in Chino strutted its stuff to an appreciative crowd and then its successor came swooping in in dramatic fashion. Watching the F-117 do hesitation rolls was, in and of itself, worth the drive. I'm still not a fan of either the B-1 or B-2 programs, but, the demonstrations were interesting nonetheless. Amazing base, Edwards. 75 miles from my apartment to the main gate. And another 25 to the flightline. Sprawling simply doesn't do justice to the expanse. - - - - - - - - -- Ravi Narasimhan | Department of Physics, UCLA | An observer who crosses the Cauchy horizon Los Angeles, CA 90024 | emancipates himself from his past oski@physics.ucla.edu | --- S. Chandrasekhar - - - - - - - ------------------------------ From: seb@tadpole.co.uk (Steven Barber) Date: Mon, 23 Oct 1995 09:20:37 GMT Subject: ASPJ Er, Art, I think I'd like to quibble with your figures. Shouldn't a 30% increase in survivabilty mean a 30% reduction in the number of aircraft shot down or damaged? So if 77% were expected to survive and 23% get killed (which is a pretty horrid ratio if you're a pilot - the chance of surviving five of these missions is pretty slim! The RAF were concerned in WWII about the loss rate reaching 13%), you want to save 30% of 23% ie to reduce the loss rate to roughly 16%. That way, the figures do have meaning. As for perfecting the design, remember "there comes a point in every project when it's time to shoot the designers and go into production". Or, another saying, "Perfect is the enemy of good enough". 8-) Steve - - - - - - - ------------------------------ From: jstone@iglou.com (John Stone) Date: Mon, 23 Oct 1995 07:34:35 -0500 Subject: Re: SR-71 again (They're getting shorter, Honest!) Art Hanlet wrote (or was it acted!) > [SCENE: Imperial HQ in Eastern Ramalamadingdong] > > > SCENARIO ONE > >"Excellency, the Sacred Border was crossed five minutes ago by an >aircraft of the imperialistic dogs. The cowardly intruder is no >doubt trying to determine whether we spoke true when we assured them >we would only be exercising the Royal Marching Band today." ......Several scenes deleted....... Bravo, Bravo, encore........ Keep up the good work, John | / ^ \ ___|___ -(.)==<.>==(.)- --------o---((.))---o-------- SR-71 Blackbird U-2 Dragon Lady John Stone jstone@iglou.com john.stone@shivasys.com U-2 and SR-71 Web Page http://wl.iglou.com/blackbird/ - - - - - - - ------------------------------ From: Greg Fieser Date: Mon, 23 Oct 1995 10:00:38 -0500 Subject: Re: AFM, No. 91, October 1995 Re: >"The Merge", pages 16-21, which is a report on the first mock dogfights >between USAF F-16Cs from the 510th FS based at Aviano AB, Italy, and >German Luftwaffe MiG-29 from JG73. The flights took place at the ACMI >(Air Combat Maneuvering Instrumentation) range at Decimomannu, Sardinia. >The article includes 10 photos of MiG-29s, F-16Cs, F-4Fs and F-104S', but >no MiG-23s, though. The Germans deployed 9 MiG-29s, 1 MiG-29UB, and 15 >F-4Fs, all from JG73, based at Laage. I believe this is a reprint from the Lockheed/Martin (nee GD) publication entitled "Code One". The article appeared in the July 1995 issue, under the title "Schlemming With The Fulcrum" ("schlemm" translates into "Grand Slam" in German, I believe). It was written/co-photographed by Eric Hehs, the editor of "Code One" and a friend of mine. I haven't seem the AFM issue, but the original article has a lot of great color photography, both aerial and static, of both aircraft. "Code One" is available by subscription, and always has LOTS of color photography of aviation subjects. I'v been a subscriber for more years than I care to remember... Greg Fieser (does not work for any subsidiary of Lockheed Martin...) - - - - - - - ------------------------------ From: David Lednicer Date: Mon, 23 Oct 1995 08:10:30 -0700 (PDT) Subject: Israeli Air Tactics From my extensive research into the IDF/AF operations, I believe the F-4E/Mi-8 story is true - it is from Cheetah Cohen's book, which is pretty trustworthy. However, William Stevenson's book, "Zanek", in my opinion, is total fiction. Much of what he wrote in that book has not been substantiated. The Magister/MiG-21 story, in particular, has never been reported anywhere else - and no Israeli I have met has ever heard about it. - - - - - - - - ------------------------------------------------------------------- David Lednicer | "Applied Computational Fluid Dynamics" Analytical Methods, Inc. | email: dave@amiwest.com 2133 152nd Ave NE | tel: (206) 643-9090 Redmond, WA 98052 USA | fax: (206) 746-1299 - - - - - - - ------------------------------ From: "Terry Colvin" Date: Mon, 23 Oct 95 08:36:53 EST Subject: Re: Israeli Air Tactics [[was Son of SR-71]] Civilian pilots refer to this as CFIT [controlled flight into terrain]. The Operations Research magazine, published by ORSA, article on the early days of ground-avoidance systems cites an "amusing" story. Often these systems alerted air crews with false alarms. A pilot coming in to Madrid for landing was heard to say "Shut up, gringo" and shortly afterwards a cessation of recording due to CFIT. ****************************Forwarded Message*************************** I've heard USAF fighter pilots call that a "ground mort" and USN fighter pilots call it a "Fox Four". (Is the Fox code a thread here, or was I reading it somewhere else?) Ground mort seems more widespread than Fox Four, though. Regards, Mary Mary Shafer DoD #0362 KotFR shafer@ursa-major.spdcc.com URL http://www.dfrc.nasa.gov/People/Shafer/mary.html Some days it don't come easy/And some days it don't come hard Some days it don't come at all/And these are the days that never end.... On Sat, 21 Oct 1995, Stefan 'Stetson' Skoglund wrote: > > >>>>> "Rick" == Rick Pavek writes: > > Rick> I'll go you one better. > > Rick> In the book Zanek (about the Israeli Air Force) there's an > Rick> account of an Israeli Fouga Magister bringing down a Mig-21. > > Rick> He flew around in the canyons and goaded the Mig until the Mig > Rick> went in after him... and couldn't make the grade. Literally. > > Yes, the ground have an awful high kill ratio. > > An unhappy Mig-23 pilot experienced the same thing some year ago. > He tried to follow an low-flying Viggen over the baltic and > hit the sea. - - - - - - - ------------------------------ From: ahanley@banyan.usace.mil Date: Mon, 23 Oct 95 10:54:09 ÿÿÿ Subject: SR-71 Quick Launch One thing I sould have made clearer in my post last night was that the Quick Launch procedure would be used to get a SR-71 airborne faster than usual in order to fly it to safety in case its operating base was threatened. It is Not a way to "scramble" a SR-71 for operational missions. I hope I didn't cause any confusion. Art Hanley If you asked my employers whether they had anything to do with the above, if it represented their views or if they even knew about it, they'd say, "No", and they'd be telling the truth. - - - - - - - ------------------------------ From: TRADER@cup.portal.com Date: Mon, 23 Oct 95 11:24:35 PDT Subject: preliminary-FY 1996 "black" programs Although the President and the Congress are still fighting over the Fiscal Year 1996 budget, I've been doing some research on Fiscal Year 1996 classified U.S. military programs, also known as "black" or Special Access Required programs. Here's some preliminary info that I've found: * The "TR-3A" tactical reconnaissance aircraft that Aviation Week has mentioned may have been cut from the budget. (There have been arguments for and against the existence of such a classified aircraft.) More specifically, Title II, Section 213 of the National Defense Authorization Act for Fiscal Year 1996 (as mentioned in House of Representatives report 104-131) "prohibits the obligation of funds by the Secretary of the Air Force for research, development, test, or evaluation for a replacement aircraft, pod, or sensor payload" for the tactical manned reconnaissance mission. * The purpose of a classified Army program code-named TRACTOR HIKE (Program Element 0603009A) was accidentally revealed to be a joint Army-ARPA program for a intel. balloon (an aerostat) to be used as a surveillance platform. Similar balloons carrying radars are already used against drug traffickers. This balloon could carry other types of intelligence sensors, such as optical or SIGINT equipment. I had seen a mention of ARPA's role in a balloon project before, but had no details. * The Senate version of this report mentioned an incident I had not heard of before. They discussed funding anti-terrorist activities to prevent a repeat of incidents such as the World Trade Center and Oklahoma City bombings, -and- the 1981 release of Uranium-235 in the New York water supply. I have never heard of the release of radioactive material before, but it does explain certain New York phenomena such as Howard Stern and Donald Trump... Paul McGinnis / TRADER@cup.portal.com / PaulMcG@aol.com http://www.portal.com/~trader/secrecy.html - - - - - - - ------------------------------ From: Greg Fieser Date: Mon, 23 Oct 1995 13:45:42 -0500 Subject: Re: CFIT Re:CFIT When I was working on the F-15E sims back in the mid '80, the pilots there were mostly F-111 guys, and they called the acronym for Terrain Following Radar (TFR) as Terrain FURROWING Radar...(no offense intended, Martin Marietta...) Greg Fieser - - - - - - - ------------------------------ From: neil@bedford.progress.COM (Neil Galarneau) Date: Mon, 23 Oct 95 15:18:05 EDT Subject: crash slang (was Re: Israeli Air Tactics [[was Son of SR-71]]) > I've heard USAF fighter pilots call that a "ground mort" and USN fighter > pilots call it a "Fox Four". (Is the Fox code a thread here, or was I > reading it somewhere else?) Ground mort seems more widespread than Fox > Four, though. The term "cumulo-granite" is used in similar circumstances. Neil neil@progress.com P.S. Isn't Fox-Two what they called in Vietnam to indicate a Sidewinder launch? - - - - - - - ------------------------------ From: tullman.robert@ehccgate.sandoz.com Date: Mon, 23 Oct 95 16:24:01 -0400 Subject: Russian M-55? Skunkers, Forgive my ignorance.. I came across this in the Oct. 7, 1995 Issue of New Scientist (a science magazine from the UK) p.10; excerpt follows: **************************************** Ozone Spy The world's highest flying spy plane, the Russian M-55 is about to give European scientists their first close-up view of the the thin, stratospheric clouds that destroy ozone........ The M-55 has a greater range and can carry more instruments than the American plane....... ***************************************** I never heard of this beast! New Scientist has a new Web site (http://www.newscientist.com/) where perhaps this article can be found in its entirety.. Bob ______________________________________________________________ |tullman@sandoz.com | Robert H. Tullman, PhD |bobtull@planet.net | http://www.planet.net/bobtull NOTE THAT THE OPINIONS EXPRESSED ARE MINE AND DO NOT REFLECT SANDOZ COMPANY POLICY - - - - - - - ------------------------------ From: Dave Cox Date: Mon, 23 Oct 1995 16:15:02 +7 Subject: Re: CFIT >Re:CFIT > >When I was working on the F-15E sims back in the mid '80, the pilots there were >mostly F-111 guys, and they called the acronym for Terrain Following Radar (TFR) >as Terrain FURROWING Radar...(no offense intended, Martin Marietta...) Ahhh... CFIT, one of my all time favorite euphonyms. I've also heard sat folks speak of achieving an ocean-synchronous orbit. - - - - - - - ------------------------------ From: Thomas Porter Date: Mon, 23 Oct 1995 21:54:02 -0400 Subject: stealth helo's To All Greetings: This may be a bit lame for this group, but I am trying to find concrete info about possible stealth helo's utilizing counter-rotating rotors for stability and possible noise cancellation effects, low ratation speeds, etc. Probably no tail rotor, maybe a ducted fan? Anyone heard of such a thing? Please email if possible. Tom Porter tom.porter@interramp.com - - - - - - - ------------------------------ From: "JOHN F. REGUS" Date: Mon, 23 Oct 1995 23:08:26 -0600 Subject: Final Wishes Who can I contact at NASA, ESA, CIS, the Japanese, et al. to have my body sent into deep space (like the Voyager spacecraft) when I die. I am willing to spend up to $1 million (U.S.) . I am not kidding. - - - - - - - ------------------------------ From: "Art Hanley" Date: Mon, 23 Oct 1995 22:13:22 +0700 Subject: Return of the Son of ASPJ Steven Barber wrote: >Shouldn't a 30% increase in survivability mean a 30% reduction in >the number of aircraft shot down or damaged? So if 77% were >expected to survive and 23% get killed (which is a pretty horrid >ratio if you're a pilot - the chance of surviving five of these >missions is pretty slim! The RAF were concerned in WWII about the >loss rate reaching 13%), you want to save 30% of 23% ie to reduce >the loss rate to roughly 16%. Steve, your figures are absolutely correct, but you are unfortunately succumbing to clear thinking and logical conclusions. When you start talking legislation, semantics becomes very important. If you wish to give them the benefit of the doubt, it might be argued that what you said may be what the framers Wanted to say, but as related to me and in publications of the time, that's not what they Did say. The calculations you put forth show a 30% decrease in planes that are lost, but what was reportedly required was a 30% increase in planes that survived. This sounds like the same thing but isn't. The difference between 75 and 100 is 25 no matter which way you go, but it's a 33% increase from 75 to 100, yet only a 25% decrease from 100 to 75. Same thing here, it's how the criteria are set up. 77% is the point where a 30% increase in the survivability rate becomes mathematically impossible. When you're talking legislation or Congressional direction, how it's worded is critical. This may sound dubious, but except for the fact that it was way off the subject of the list (doesn't even involve aerospace), I could cite a recent example where the very framers of passed legislation publicly stated that the wording used produced a result that was absolutely not their intention. Despite this, they never got around to changing the legislation, and even though everyone freely admitted that no one wanted to actually apply the legislation as written, they had to follow it, even to the point of the Government defending against court challenges of legislation the authors admitted they didn't want! This stuff actually happens, and it has a bearing on our development and use of advanced technologies. Going against a well run, modern integrated defense system can make for some horrendous loss rates. Another thread on the list is talking about Israeli tactics in the Yom Kippur War. If you go back and look at the opening phase of that conflict, you'll see that the Egyptian "missile wall" (especially the SA-6) stopped the Israeli Air Force cold. The IAF was essentially impotent in those areas protected by the "wall" until ground forces overran the launchers. You could also see how nervous striking crews might have gotten attacking Soviet warships by plotting the published ranges of the Soviets' naval SAMs against the published range of our standoff weapons of the late '80s. This kind of thing is what makes true stealth so vitally important and why it's being incorporated into as many designs as possible. . I don't think we can fault the designers on this one. If what ASPJ's defenders say is correct, and there is evidence to support at least a part of what they say, it wouldn't matter how perfect they could have gotten the system, it probably wasn't going to go into production. Just my opinion from limited knowledge. Art - - - - - - - ------------------------------ From: "Art Hanley" Date: Mon, 23 Oct 1995 22:17:20 +0700 Subject: RE: preliminary-FY 1996 "black" programs Here's some more thoughts on the forthcoming "black" budget that Paul talked about in his informative post. "TR-3A" has been used for a few years to refer to a rumored Northrop stealth aircraft developed as a companion to the F-117. Artists' concepts on both sides of the Atlantic have been fairly similar and show a Manta-Ray shaped aircraft. Supposedly (if it even exists) it is even more stealthy than the F-117. It is said to be unarmed and is used for covert reconnaissance and to designate targets for F-117s. Some sources say it was operational in Desert Storm. Of course, this can all be just people's imaginations running away with them, too. The Title II Section 213 wording sounds similar to stuff that has been in previous bills. This actually may tie in with the return of the SR-71. Speculation is that one of the reasons Congress didn't fight harder to save the SR-71 before is a rumor that it was at least implied that there was "something else" ready for service that was superior. Around 1992-93 in closed door hearings the Air Force asked for money to develop a new system. Members of Congress are said to have gotten angry to discover that the new system didn't in fact already exist and took the retirement of the SR-71 as a tactic to help justify the new system. Wording forbidding development of such a system has shown up in the past couple of defense bills. I have no idea at all if any of the last paragraph is realy true, I'm just passing on what has appeared in (I think) Aviation Week or Defense News (I can't remember). Maybe someone else can shed more light. Art - - - - - - - ------------------------------ From: Kathryn & Andreas Gehrs-Pahl Date: Tue, 24 Oct 1995 02:28:30 -0400 (EDT) Subject: Myasishchev M-17/M-55 Robert H. Tullman asked about the M-55: The twin-engine Myasishchev (now Molniya ?) M-55 (or Mya-55) 'Geofisika' was developed from the single-engine Myasishchev M-17 (or Mya-17) 'Stratosphere'. The M-17 was developed as a high-altitude (reconnaissance-) balloon interceptor, in response to US programs such as 'Moby Dick', 'Genetrix' and others. The aircraft was originally assigned the preliminary US-Intelligence code 'RAM-M', when it was first observed at Ramenskoye, near Moscow, and later received the NATO reporting name 'Mystic', and later 'Mystic A'. Four aircraft were built, of which the first prototype crashed, another, registered 'CCCP-17103', is on display at the museum at Monino, while a third, registered 'CCCP-17401', was used as high-altitude ozone research aircraft, bearing the titles 'Global Ozone Reserve' (in English) on its side. The twin-engine M-55 (NATO reporting name 'Mystic B') was developed for the same purpose as the U-2R/TR-1 -- high-altitude reconnaissance -- but is used for exactly the same purposes, the ER-2 is used by NASA -- high-altitude research flights. While the M-17 had a Koljesow RD-36-51W turbojet, the M-55 uses two Aviadwigatel (Solowjew) RD-30-10W turbofans. Four aircraft were built, of which one was registered 'RF-01552' (RF for Russian Federation, written in Cyrillic, looking somehow like 'p qp'), and with the text 'Geofisika' (also in Cyrillic) on its side, while another, registered 'RF-55204', with 'Geofisika' and the Farnborough'94 airshow number '228' on its nose, was displayed on the ground and in the air at this British airshow last year. Both aircraft resemble a short-nosed Lockheed U-2, with the main difference being the high wing and twin boom layout for the two rudders with a high- placed stabilizer/elevator, similar to an OV-10 Bronco. Also, the following was posted on Mon, 1 Aug 94 19:36:14 MET DST by Urban Fredriksson on this list: >Subject: Balloons and Mystics >Contrary to what I used to think, the Myasishchev M-17/55 weren't originally >designed as high-altitude reconnaissance aircraft. They were actually >conceived as anti-balloon fighters. >During 1956-1977 a total of 4112 balloons were observed over the Warsaw >Pact, some of which of course were civilan weather balloons. But many were >military, as shown by that 3000 were launched during Jan and Feb 1956 and >several hundreds in Dec 1980 and Jan 1981. >793 were shot down by fighters, using an average of 1.4 missiles, 26 rockets >and 112 cannon rounds. Among the fighters were MiG-19, MiG-21, Tu-128, >Su-15TM and Yak-28P. Older SAMs were adapted for anti-balloon work in the >1970's and all new radars were required to be able to detect them. >In 1971 a competion was put forth for a night capable very high altitude >fighter with a movable gun turret. One candidate was the Yak-25PA >(perekhvatchik aerostatov = balloon interceptor), but the winner was the >M-17. They did research the U-2 wing design, but as the requirements were >different it wasn't copied for this application. The first prototype flew >in 1978. >The weapon system, including optronic direction finders capable of finding >a 30 m (many were 100 m in diameter) balloon at 30-40 km distance was tested >aboard a Tu-16. Armament was a two barrel GSh-23 with 500 rounds with extra >sensitive fuses, capable of reaching balloons 4000 m above the aircraft. >Data for M-17: >Span: 40.32 m >Max take off weight: 18400 kg >Practical ceiling: 21500 m >Max speed at 20000 m: 401 kts; 5000 m: 179 kts >Landing speed: 102 kts >Range: 1315 km, endurance 2 h 14 min >During development in the later 1980's the need disappeared. But there were >other uses for high-altitude aircraft and the prime one was real time >tactical reconnaissance to aid in the attack of small targets behind the >front line. >This required an aircraft capable of carrying a larger (1500 kg) load and >having a longer endurance. Myasishchev designed the derivative M-55, but the >air force M-17RM (razvedchik moifitsirovanny = modified reconnaissance), >which first flew in 1988. >Data for M-55: >Span: 37.46 m >Max take off weight: 23800 kg >Ceiling: 20000 m >Cruise speed at 20000 m: 378-405 kts >Range: 4965 km >Endurance at 20000 m: 4 h 12 min; at 17000: 5 h. >[Air International Aug 1994] - - - - - - - - -- Andreas - - - - - - - - --- --- Andreas & Kathryn Gehrs-Pahl E-Mail: schnars@ais.org 313 West Court St. #305 or: gpahl@raptor.csc.flint.umich.edu Flint, MI 48502-1239 Tel: (810) 238-8469 WWW URL: http://www.umcc.umich.edu/~schnars/ - - - - - - - - --- --- - - - - - - - ------------------------------ End of Skunk Works Digest V5 #474 ********************************* To subscribe to skunk-works-digest, send the command: subscribe skunk-works-digest in the body of a message to "majordomo@mail.orst.edu". 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Back issues are available for anonymous FTP from mail.orst.edu, in /pub/skunk-works/digest/vNN.nMMM (where "NN" is the volume number, and "MMM" is the issue number). - - - - - - ------------------------------ From: mangan@Kodak.COM (Paul Mangan) Date: Tue, 24 Oct 95 07:52:16 EDT Subject: Re: CFIT > From skunk-works-owner@gaia.ucs.orst.edu Mon Oct 23 16:48:42 1995 > Greg Fieser says: > Re:CFIT > > When I was working on the F-15E sims back in the mid '80, the pilots there were > mostly F-111 guys, and they called the acronym for Terrain Following Radar (TFR) > as Terrain FURROWING Radar...(no offense intended, Martin Marietta...) > > Greg Fieser > I've heard GE, GD, MM, and various other manufacturers involved with the F111 blamed for the early crashes of the F111. Back in 1966&67 I worked for a small manufacturer of accelerometers in the Williamsville area of Western New York. They built the multiboard guidance platform for the F111 and then sold it to GD. When the F111s started crashing the Military/GD sent people to this company to investigate if the boards were at fault. They had recovered some and it looked as if there were bad solder joints on them. The individuals doing soldering were initially blamed but further investigation proved that the Shake Table used in testing was out of calibration and probably shaking the boards to near breakage. After a few flights the aircraft's vibration finished the job. There was a lot of sadness on the soldering line for awhile. I don't know the final out come. Everyone was trained according to NASA NPC-2000 and re-certified every 30 days. I have always been left with belief that blame was attached to this company and if some one knows the truth I would appreciate hearing it. I have purposely left the name of the company out of this posting. The accelerometers were also used for the guidance platform for the Lunar Lander and they were all good. It was a different package that was used for the F111. Paul mangan@kodak.com - - - - - - ------------------------------ End of Skunk Works Digest V5 #475 ********************************* 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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