From: skunk-works-digest-owner@mail.orst.edu To: skunk-works-digest@mail.orst.edu Subject: Skunk Works Digest V5 #503 Reply-To: skunk-works-digest@mail.orst.edu Errors-To: skunk-works-digest-owner@mail.orst.edu Precedence: bulk Skunk Works Digest Wednesday, 8 November 1995 Volume 05 : Number 503 In this issue: Re: Whoosh in the night - 10/24/95 near WPAFB? Clear materials Re: "aluminum overcast" X-31 Crash Report Re: Skunk Works Digest V5 #501 Re: X-31 Crash Report Aluminum Overcast The Cellophane Cockpit Re: X-31 Crash Report Greenbriar in USA Today Re: Strange Filghts (not!) Re: Skunk Works Digest V5 #501 Re: X-31 Crash Report re> China Lake clearly skunky Re: Booms & Such (Why not?) 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: dougt@u011.oh.vp.com (Doug Tiffany) Date: Wed, 8 Nov 95 6:12:49 EST Subject: Re: Whoosh in the night - 10/24/95 near WPAFB? Larry, > That's a good data point, that you hadn't heard any reports on the > matter. However, as far as the Bosnian Peace Talks are concerned, we're > talking October 24th, before the Peace Talks began. Point taken. :) > However, I'm just trying to check if anyone had also heard of reports. > There were allegedly newspaper reports as well. If you have a second > please check the old papers, if you can. Incident was allegedly Oct 24 > at 8PM. So papers may have it in the Oct 25th or Oct 26th issues. Sorry, I couldn't find anything, anywhere. - -- A hundred years from now, it will not matter what kind of house I live in, how much is in my bank account, or what kind of car I drive, but the world may be a different place because I was important in the life of a child. Douglas J. Tiffany dougt@u011.oh.vp.com Varco-Pruden Buildings Van Wert, Ohio ------------------------------ From: Nick Barnes Date: Wed, 08 Nov 1995 10:31:13 +0000 Subject: Clear materials > By the way, I heard that the aluminum transparent technology is > real (you know like in the movie Star Trek IV), does anybody know about > it??? Or are only rumors??? Not a chance. The quantum nature of metals makes them reflective (or at least opaque) to a broad spectrum of EM radiation. To be transparent to a given wavelength, a material must have no electrons able to interact with photons of that wavelength. This amounts to having a broad gap between the valence and conduction bands, so that the energy of a visible photon is insufficient to raise a valence electron to the conduction band. For example, diamond has a very broad gap, so it is transparent way into the ultraviolet. Metals just aren't like this. Nick Barnes, speaking for himself ------------------------------ From: TODD R CASPELL Date: Wed, 8 Nov 1995 03:20:25 -0800 (PST) Subject: Re: "aluminum overcast" Well no.It is the Lockheed C-141 A Starlifter. As I"grew up" 10 miles from McCord AFB and spent many happy hours at the end of the runway,I should know. Really though, I bet every Huge aircraft has been called the Al.overcast. Thanks Todd On Mon, 6 Nov 1995, Ralph S. Hoefelmeyer wrote: > Hi, > Someone attached "aluminum overcast" to the 747. I beleive the B-36 was > refered to as the "aluminum overcast", not the 747. > Ralph > 70436.511@compuserve.com > > EVERYONE wants T R Caspell mr. Toads wild ride. Todd Royall Caspell RIDE LOTS Tord and sundry (expressed opinions not necessarily of my brain) ------------------------------ From: jstone@iglou.com (John Stone) Date: Wed, 8 Nov 1995 07:26:53 -0500 Subject: X-31 Crash Report Skunkers, Got this in Email this morning about the X-31 crash out at Edwards, thought you Skun kers might be interested... >>>>>>>>Begin NASA Press Release<<<<<<<<< Don Nolan-Proxmire Headquarters, Washington, DC November 7, 1995 (Phone: 202/358-1983) Don Haley Dryden Flight Research Center, Edwards, CA (Phone: 805/258-3449) RELEASE: 95-203 ICE CAUSE OF X-31 CRASH A Mishap Investigation Board studying the cause of the X-31 experimental aircraft accident on January 19, 1995, has concluded that an accumulation of ice in or on the unheated pitot-static system of the aircraft provided false airspeed information to the flight control computers, causing the aircraft to go out of control and crash. The aircraft was one of two X-31s operated by an international test organization located at NASA's Dryden Flight Research Center, Edwards, CA. It was being flown back to Edwards Air Force Base following a research flight when it departed from controlled flight at an altitude of 20,000 feet and crashed near the northern boundary of Edwards. The pilot, Karl-Heinz Lang, Federal Republic of Germany, ejected safely. The pitot-static pressure system, using a small tube called a Kiel probe at the nose of the aircraft, provided air speed data to instruments in the cockpit, the aircraft's flight control computers, and to the mission control center monitors at Dryden. Near the final portion of the approximately 43-minute flight, ice formed in or around the pitot tube. This led to a false reading of total air pressure data and caused the aircraft's flight control system to automatically misconfigure for a lower speed. The aircraft suddenly began oscillating in all axes, pitched up to over 90 degrees angle of attack and became uncontrollable, prompting the pilot to eject. The Board recommended that training be conducted on the system safety analysis process, that procedures be implemented to assure all test team members receive configuration change notices, and that improvements be made in the remaining X-31 to prevent similar single-point failures from causing catastrophic consequences. The X-31 was being flown to study the use of thrust vectoring as a way of enhancing the maneuverability of future fighter aircraft. The project was managed by the Advanced Research Projects Agency (ARPA), and included participation by NASA, the U.S. Navy, U.S. Air Force, Rockwell Aerospace, the Federal Republic of Germany and Daimler-Benz (formerly Deutsche Aerospace). The initial flight phase of the highly successful program, which began in October 1990, was based at Palmdale, CA, where the aircraft were assembled by Rockwell Aerospace. The mission flown by Lang on Jan. 19 was the 524th of the X-31 program. The flight set a record for the most flights of any experimental aircraft flown at Dryden. After the accident, the remaining X-31 was brought back to flight status and in June appeared at the Paris Air Show. Reviewers of the Air Show commented that "the X-31 manoeuvers steal the show" and "the Rockwell/DASAA X-31's daily flight display brought all other activity at the show to a stop." -end- Editors Note: Images of the X-31 aircraft are available via the Internet at the Dryden Flight Research Center's on-line photo archive. The World Wide Web URL is: http://www.dfrf.nasa.gov/PhotoServer/photoServer.html NASA press releases and other information are available automatically by sending an Internet electronic mail message to domo@hq.nasa.gov. In the body of the message (not the subject line) users should type the words "subscribe press-release" (no quotes). The system will reply with a confirmation via E-mail of each subscription. A second automatic message will include additional information on the service. Questions should be directed to (202) 358-4043. >>>>>>>>>End NASA Press Release<<<<<<< Later, 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: dosgood@proxima.gsfc.nasa.gov (Dean Osgood) Date: Wed, 8 Nov 1995 08:24:57 +0027 Subject: Re: Skunk Works Digest V5 #501 >Subject: Re: Secret West Va site - duh. >its the Greenspire in White Sulfer Springs WV. Greenbriar resort in White Sulpher Springs WV. ^^^^^ Selected in part for the golfcourse according to an article in the Washington Post several months ago. Also in the article were photos of the blast doors being fabricated in the Mosler Safe Co. factory. The resort is one of very few 5 star resorts in the US, expensive, and very deluxe. Dean Osgood (who has a farm about an hour away from there) ------------------------------ From: Charles_E._Smith.wbst200@xerox.com Date: Wed, 8 Nov 1995 05:27:26 PST Subject: Re: X-31 Crash Report This is queer. Ice in January at 20K feet over Edwards? Also, this would indicate IFR at 20K during a test flight. Its probably true, it just doesn`t seem like a very icy condition to me. Chuck ------------------------------ From: "I am the NRA." Date: Wed, 8 Nov 95 05:29:29 PST Subject: Aluminum Overcast >Someone attached "aluminum overcast" to the 747. I beleive the B-36 was >refered to as the "aluminum overcast", not the 747. Aluminum Overcast was originally used during WWII to refer to masses of B17s "en route" to Hitler's "fortress without a roof". (The term Magnesium Overcast was applied to B29's....). At least on '17 was named Aluminum Overcast... regards dwp ------------------------------ From: Allan Janus Date: Wed, 8 Nov 95 09:02:50 EST Subject: The Cellophane Cockpit Didn't the Germans try covering planes in cellophane during WWI? They found that the covering glittered in the sun too much. It must have been unnerving to fly - and what would your nom de guerre be? "The Clear Baron" just doesn't make it... Allan Janus +---------------------------------------------------------------+ Ý Allan Janus 202-357-3133 Ý Ý National Air and Space Museum FAX: 202-786-2835 Ý Ý MRC 322 NASARC07@SIVM.BITNET Ý Ý Washington DC 20560 NASARC07@SIVM.SI.EDU Ý +---------------------------------------------------------------+ ------------------------------ From: mangan@Kodak.COM (Paul Mangan) Date: Wed, 8 Nov 95 09:57:51 EST Subject: Re: X-31 Crash Report The video was on ABC News last night. It said the pitot tubes froze up. It showed the pilot ejecting and the aircraft tumbling and eventually crashing near a building. The depth of field on the lens photographing may have been misleading as to the closeness of the building. Paul mangan@kodak.com > From skunk-works-owner@gaia.ucs.orst.edu Wed Nov 8 09:16:00 1995 > > Skunkers, > > > Got this in Email this morning about the X-31 crash out at Edwards, thought > you Skun kers might be interested... > > >>>>>>>>Begin NASA Press Release<<<<<<<<< > > Don Nolan-Proxmire > Headquarters, Washington, DC November 7, 1995 > (Phone: 202/358-1983) > > Don Haley > Dryden Flight Research Center, Edwards, CA > (Phone: 805/258-3449) > > RELEASE: 95-203 > > ICE CAUSE OF X-31 CRASH > > A Mishap Investigation Board studying the cause of the X-31 > experimental aircraft accident on January 19, 1995, has > concluded that an accumulation of ice in or on the unheated > pitot-static system of the aircraft provided false airspeed > information to the flight control computers, causing the > aircraft to go out of control and crash. > > The aircraft was one of two X-31s operated by an > international test organization located at NASA's Dryden > Flight Research Center, Edwards, CA. It was being flown back > to Edwards Air Force Base following a research flight when it > departed from controlled flight at an altitude of 20,000 feet > and crashed near the northern boundary of Edwards. The pilot, > Karl-Heinz Lang, Federal Republic of Germany, ejected safely. > > The pitot-static pressure system, using a small tube > called a Kiel probe at the nose of the aircraft, provided air > speed data to instruments in the cockpit, the aircraft's > flight control computers, and to the mission control center > monitors at Dryden. > > Near the final portion of the approximately 43-minute > flight, ice formed in or around the pitot tube. This led to a > false reading of total air pressure data and caused the > aircraft's flight control system to automatically misconfigure > for a lower speed. The aircraft suddenly began oscillating in > all axes, pitched up to over 90 degrees angle of attack and > became uncontrollable, prompting the pilot to eject. > > The Board recommended that training be conducted on the > system safety analysis process, that procedures be implemented > to assure all test team members receive configuration change > notices, and that improvements be made in the remaining X-31 > to prevent similar single-point failures from causing > catastrophic consequences. > > The X-31 was being flown to study the use of thrust > vectoring as a way of enhancing the maneuverability of future > fighter aircraft. The project was managed by the Advanced > Research Projects Agency (ARPA), and included participation by > NASA, the U.S. Navy, U.S. Air Force, Rockwell Aerospace, the > Federal Republic of Germany and Daimler-Benz (formerly > Deutsche Aerospace). > > The initial flight phase of the highly successful program, > which began in October 1990, was based at Palmdale, CA, where > the aircraft were assembled by Rockwell Aerospace. > > The mission flown by Lang on Jan. 19 was the 524th of the > X-31 program. The flight set a record for the most flights of > any experimental aircraft flown at Dryden. After the > accident, the remaining X-31 was brought back to flight status > and in June appeared at the Paris Air Show. Reviewers of the > Air Show commented that "the X-31 manoeuvers steal the show" > and "the Rockwell/DASAA X-31's daily flight display brought > all other activity at the show to a stop." > > -end- > > Editors Note: Images of the X-31 aircraft are available via the > Internet at the Dryden Flight Research Center's on-line > photo archive. The World Wide Web URL is: > > http://www.dfrf.nasa.gov/PhotoServer/photoServer.html > > NASA press releases and other information are available > automatically by sending an Internet electronic mail message > to domo@hq.nasa.gov. In the body of the message (not the > subject line) users should type the words "subscribe > press-release" (no quotes). The system will reply with a > confirmation via E-mail of each subscription. A second > automatic message will include additional information on the > service. Questions should be directed to (202) 358-4043. > > >>>>>>>>>End NASA Press Release<<<<<<< > > > Later, > > 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: "Ralph S. Hoefelmeyer" Date: Wed, 08 Nov 1995 08:42:54 -0400 (EDT) Subject: Greenbriar in USA Today Hi, The discussion of the Greenbriar is interesting, in that USA Today ran an article on this site on 6 or 7 November 95. There's a picture of the site, and it states that the site has been turned over to the hotel. They also talk about logistical snafus, like the helicopters bringing people in couldn't get back to DC without refueling. Interesting boondoggle. Ralph 70436.511@compuserve.com Enjoy Nature ... From the Top of the Food Chain ------------------------------ From: Mike.Mueller@jpl.nasa.gov (Mike Mueller) Date: Wed, 8 Nov 1995 07:53:56 -0800 Subject: Re: Strange Filghts (not!) >Friday, November 3, 1995 at about 11:00am pst, a friend was leaving >his home in Montrose, CA when the deafing roar of a jet engine >scared the hell out him. He immediately called me on his cellular >to tell me , "..an F-16, or one those kind, (he doesnt know his >aircraft) is flying over JPL." He said, "he was really high up >and next thing he's really low, side slipping and stalling and >scaring everybody when he pulls out. It was so loud I couldnt >hear anything." > >I looked out my window toward JPL, about 3 miles, but didnt see >anything. At lunch I went up the back way to a bluff overlooking >the lab and ate my sandwich. Quiet. Nothing unusual. > >Anyone have a clue? I've seen JPL address here, anyone see >anything? > >Byron I niether saw nor heard any high performance jets. I think there may have been some fire helicopters flying around though, and they are jet powered... - -- Mike Mueller | Mike.Mueller@jpl.nasa.gov Science Data Processing Systems Section Jet Propulsion Laboratory finger mdm@mipl7.jpl.nasa.gov for my PGP v2.6.2 key Key fingerprint = EB BA 02 21 E2 9B F9 B6 FE 87 2B BF F6 8C 3E BE ___________________________________________________________________ "Thanks to Teamwork, I almost stapled something today." -- Dilbert The Truth is out there, but might not be in the preceding message. ------------------------------ From: Eric Dittman Date: Wed, 8 Nov 1995 11:31:47 -0600 (CST) Subject: Re: Skunk Works Digest V5 #501 >>Subject: Re: Secret West Va site - duh. >>its the Greenspire in White Sulfer Springs WV. > >Greenbriar resort in White Sulpher Springs WV. > ^^^^^ >Selected in part for the golfcourse according to an article in the >Washington Post several months ago. Also in the article were photos of the >blast doors being fabricated in the Mosler Safe Co. factory. >The resort is one of very few 5 star resorts in the US, expensive, and very >deluxe. >Dean Osgood >(who has a farm about an hour away from there) This is really off-topic, but I'll second Dean's post. The resort is the Greenbriar. I've stayed there a couple of nights. The suites are just fantastic, and the food is very nice. I did not, however, see any U-2, SR-71, A-12, F117, etc. while I was there, so what this has to do with the Skunk Works is beyond me. - -- Eric Dittman Texas Instruments - Component Test Facility dittman@skitzo.dseg.ti.com (214) 462-4292 Disclaimer: Not even my opinions. I found them by the side of the road. ------------------------------ From: Mary Shafer Date: Wed, 8 Nov 1995 14:47:20 -0500 (EST) Subject: Re: X-31 Crash Report That is an extremely long lens they use, but it did crash within about a quarter or half-mile of a house (actually the house of the person running the long range optics, which is the camera that took that video). However, it wasn't that house that you see in the video but some other buildings. 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 Wed, 8 Nov 1995, Paul Mangan wrote: > The video was on ABC News last night. It said the pitot tubes > froze up. It showed the pilot ejecting and the aircraft tumbling > and eventually crashing near a building. The depth of field on > the lens photographing may have been misleading as to the closeness > of the building. > Paul > mangan@kodak.com > > > From skunk-works-owner@gaia.ucs.orst.edu Wed Nov 8 09:16:00 1995 > > > > Skunkers, > > > > > > Got this in Email this morning about the X-31 crash out at Edwards, thought > > you Skun kers might be interested... > > > > >>>>>>>>Begin NASA Press Release<<<<<<<<< > > > > Don Nolan-Proxmire > > Headquarters, Washington, DC November 7, 1995 > > (Phone: 202/358-1983) > > > > Don Haley > > Dryden Flight Research Center, Edwards, CA > > (Phone: 805/258-3449) > > > > RELEASE: 95-203 > > > > ICE CAUSE OF X-31 CRASH > > > > A Mishap Investigation Board studying the cause of the X-31 > > experimental aircraft accident on January 19, 1995, has > > concluded that an accumulation of ice in or on the unheated > > pitot-static system of the aircraft provided false airspeed > > information to the flight control computers, causing the > > aircraft to go out of control and crash. > > > > The aircraft was one of two X-31s operated by an > > international test organization located at NASA's Dryden > > Flight Research Center, Edwards, CA. It was being flown back > > to Edwards Air Force Base following a research flight when it > > departed from controlled flight at an altitude of 20,000 feet > > and crashed near the northern boundary of Edwards. The pilot, > > Karl-Heinz Lang, Federal Republic of Germany, ejected safely. > > > > The pitot-static pressure system, using a small tube > > called a Kiel probe at the nose of the aircraft, provided air > > speed data to instruments in the cockpit, the aircraft's > > flight control computers, and to the mission control center > > monitors at Dryden. > > > > Near the final portion of the approximately 43-minute > > flight, ice formed in or around the pitot tube. This led to a > > false reading of total air pressure data and caused the > > aircraft's flight control system to automatically misconfigure > > for a lower speed. The aircraft suddenly began oscillating in > > all axes, pitched up to over 90 degrees angle of attack and > > became uncontrollable, prompting the pilot to eject. > > > > The Board recommended that training be conducted on the > > system safety analysis process, that procedures be implemented > > to assure all test team members receive configuration change > > notices, and that improvements be made in the remaining X-31 > > to prevent similar single-point failures from causing > > catastrophic consequences. > > > > The X-31 was being flown to study the use of thrust > > vectoring as a way of enhancing the maneuverability of future > > fighter aircraft. The project was managed by the Advanced > > Research Projects Agency (ARPA), and included participation by > > NASA, the U.S. Navy, U.S. Air Force, Rockwell Aerospace, the > > Federal Republic of Germany and Daimler-Benz (formerly > > Deutsche Aerospace). > > > > The initial flight phase of the highly successful program, > > which began in October 1990, was based at Palmdale, CA, where > > the aircraft were assembled by Rockwell Aerospace. > > > > The mission flown by Lang on Jan. 19 was the 524th of the > > X-31 program. The flight set a record for the most flights of > > any experimental aircraft flown at Dryden. After the > > accident, the remaining X-31 was brought back to flight status > > and in June appeared at the Paris Air Show. Reviewers of the > > Air Show commented that "the X-31 manoeuvers steal the show" > > and "the Rockwell/DASAA X-31's daily flight display brought > > all other activity at the show to a stop." > > > > -end- > > > > Editors Note: Images of the X-31 aircraft are available via the > > Internet at the Dryden Flight Research Center's on-line > > photo archive. The World Wide Web URL is: > > > > http://www.dfrf.nasa.gov/PhotoServer/photoServer.html > > > > NASA press releases and other information are available > > automatically by sending an Internet electronic mail message > > to domo@hq.nasa.gov. In the body of the message (not the > > subject line) users should type the words "subscribe > > press-release" (no quotes). The system will reply with a > > confirmation via E-mail of each subscription. A second > > automatic message will include additional information on the > > service. Questions should be directed to (202) 358-4043. > > > > >>>>>>>>>End NASA Press Release<<<<<<< > > > > > > Later, > > > > 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: clarence@spooky.chinalake.navy.mil (Clarence Dent) Date: Wed, 8 Nov 1995 16:37:53 -0800 Subject: re> China Lake >I've been told there is a facility at China Lake where I could get >some aviation patches. Can anyone point me in the right direction? > >Thanks in advance!!! > > >- -- > >Douglas J. Tiffany dougt@u011.oh.vp.com Doug, I don't know of any specialty places aroung here off hand, but I do know that occasionally programs give out decals and patches. There are a few people around here who have quite large collections. I'll check into where they got them and write back with an address. We do have a Craft tech center where you can get mugs and decals, but I don't know about patches. I'll ask them too. I'll get back to you soon. Clarence Dent Do you mean to tell me there are places where you _don't_ have to water every day just to keep plants alive?... ------------------------------ From: "I am the NRA." Date: Wed, 8 Nov 95 16:37:46 PST Subject: clearly skunky >Didn't the Germans try covering planes in cellophane during WWI? Yep. Or something similar. The name "cellon" comes to mind, tradenames like that vary across languages... >They found that the covering glittered in the sun too much. Yep. >It must have been unnerving to fly I should think no more so than a bubble canopy helo. Unless its _strength_ were at issue. & that probably varied little from doped fabric. I guess flammability might have been a hot issue. >Allan Janus >] National Air and Space Museum FAX: 202-786-2835 ] hmmmmmmmmmm. 8)>> I could come up with references if pressed, i think. ------------------------------ From: "joseph.r.sleator" Date: 9 Nov 95 13:50:35 Subject: Re: Booms & Such (Why not?) G'day all, Hsapiens wrote on 5 Nov 1995 11:34:46 -0500 (EST) >>The incomparable Mary Schaeffer writes... - ---------[snup]------------------------------------------------------------------------------------------------------------------------ (Kiwi with scissors) >>supersonic. There's no barrier there. None. And to say there is is >>intellectually dishonest, no matter how fond you are of some phrase. >I have been asked to relay a question... >: When you go subsonic again, don't the shock waves that you had been >: generating catch up to you now that you are moving slower than they are? >: Isn't there some sort of boom or buffeting after the fact? >: If not, why not? Here goes, Chuck, please correct me ruthlessly if this is wrong... ;-) When an object going through a fluid (like air) reaches the speed of sound in that fluid, one or more shock waves are formed where there is a transition between subsonic and supersonic flow in the fluid passing around the object. The shock waves behave more or less like any other wave, and as such, continue to travel through the medium at the speed of sound, regardless of what the body which created them does. When you are travelling supersonically, you never actually _leave_ the shockwave behind, the angle formed by the initial wave created by the foremost part of the body gets steeper (more raked, or swept back) as the mach number increases. The place where the wavefront actually is (for the bow wave) can be derived by looking at the speed of sound in that medium, and how long since the front of the object was passing an imaginary plane normal to the axis of travel. The distance is just the speed of sound * the time since the front of the object went by this imaginary plane. (a specialized case and probably a gross over-simplification, but it answers the question) When the body slows down, the angle of the shock gets shallower, and, at just below the speed of sound, the shock (think sound) of the body moves out ahead of the object and leaves _it_ behind. The subsonic air through which the body is now travelling is smooth, without shockwaves. This is the law as I understand it as applied to bullet-shaped objects. The aerodynamics for things which have wings and other pointy bits like air intakes are much more complex. This was explained to me by my father, who worked at the Ballistics Research Lab Wind Tunnel in Aberdeen, Md. when I was young. He's retired now. Lots of cool stuff at the Aberdeen Orndance Museum. If you go through Aberdeen, in Maryland, check it out. There's an original V-2 there with all the innards displayed, not like the empty shell at the National Air & Space. Cheers, Joe Sleator Sydney, Australia ------------------------------ End of Skunk Works Digest V5 #503 ********************************* 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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