From: skunk-works-digest-owner@mail.orst.edu To: skunk-works-digest@mail.orst.edu Subject: Skunk Works Digest V5 #564 Reply-To: skunk-works-digest@mail.orst.edu Errors-To: skunk-works-digest-owner@mail.orst.edu Precedence: bulk Skunk Works Digest Monday, 11 December 1995 Volume 05 : Number 564 In this issue: Santa and NORAD Sorry folks Re: Mig 25 and Skunk Works Advanced Propulsion methods UAV FAQ from the WWW and PopSci (long) Re: Advanced Propulsion methods Shuttle Operations questions LADC and the YF-22 Re: LADC and the YF-22 Re: LADC and the YF-22 Happless USS America Sailor... HAV training manual 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: Mon, 11 Dec 95 6:06:40 EST Subject: Santa and NORAD Someone on the list was commenting about NORAD tracking Santa. This was in the Air Force News Service: 1354. NORAD to track Santa Claus COLORADO SPRINGS, Colo. (AFNS) -- For 39 years, the North American Aerospace Defense Command (NORAD) and its predecessors have conducted an annual Christmas Eve watch for Santa Claus as he delivered gifts to the children of North America and the world. This year will be no exception, and for the 40th year in a row, this important mission will be carried out by American and Canadian personnel. The children of Canada and the United States of America will once again be able to get progress reports telling them of Santa's flight path from the North Pole to their countries. Using ground-based radars and satellites in space, the men and women of NORAD, and the military services that provide support to NORAD, will electronically scan the skies of northern Canada and Alaska to detect Santa when he takes off from his North Pole workshop. When he is detected, the data will be passed to the combined NORAD/U.S. Space Command operations center in Cheyenne Mountain, near Colorado Springs. To receive reports on Santa's progress on Christmas Eve, children can call the following number starting at 4 p.m. in each applicable time zone: (719) 474-1110. The tradition of tracking Santa Claus started in 1955 with continental Air Defense Command, headquartered in Colorado Springs. A misprint in a local store's newspaper advertisement resulted in children calling in to the commander in chief's "Hot Line." The line was flooded with calls so the director of operations, Col. Harry Shoup, decided to respond to the children's queries. The staff jumped in and handled all the calls as they came in. The duty crew drew a picture of Santa and his reindeer-drawn sleigh on its display of North America, and a tradition was born. The calls are answered by volunteers who work in various work centers in Cheyenne Mountain and NORAD headquarters. These civilian and military people answer all calls with a personalized report, thus adding a human dimension to the program. - -- 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: dougt@u011.oh.vp.com (Doug Tiffany) Date: Mon, 11 Dec 95 6:16:58 EST Subject: Sorry folks To John Stone and the rest of the people on the list, Sorry for the post about Santa, I read my AFNS post first and forwarded it before I read John's post. Again, my apologies. - -- 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: Charles_E._Smith.wbst200@xerox.com Date: Mon, 11 Dec 1995 03:48:35 PST Subject: Re: Mig 25 and Skunk Works One thing overlooked: The Mig 25 was a not too loose copy of a US aircraft. Seems like the right people would be the ones who designed the original! Chuck "You people make me sick!Where were you when I sang at FarmAid? Get outta my way, you stinkin parasites." -Krusty ------------------------------ From: BROWN A <92913938@mmu.ac.uk> Date: Mon, 11 Dec 1995 13:00:34 GMT Subject: Advanced Propulsion methods A bit of a limited response to my last posting about advanced propulsion systems, so I'm still looking for info. If anyone has any thoughts about where aerospace propulsion will be in the near future (i.e. the next 20 years or so) then I'd love to hear them. Also, if anyone has any info on PDWEs, the "Linear Aerospike", the "Air spike/MHD craft", or any other advanced engine technology, let me know (please! I've only got until the second week in January to get it all finished, and I'll be away from my machine from this friday until Jan 8th, so don't hang around). Thanks, Adrian Brown (92913938@mmu.ac.uk) ------------------------------ From: BaDge Date: Mon, 11 Dec 1995 13:40:59 -0500 (EST) Subject: UAV FAQ from the WWW and PopSci (long) - ------------------------------------------------------------- Sky Spy To Trot The Globe SAN DIEGO, CA -- Weighing 12 tons, with a wingspan of 116 ft., this is hardly a portable drone. But no one need carry the Tier II-plus unmanned reconnaissance aircraft anywhere. With a range of 14,000 miles, it can fly more than halfway around the world -- or spend two days loitering in the stratosphere over a battlefield. Operating much like an unmanned U-2 spy plane, long-distance Tier II-plus will soar on skinny wings. The lanky air vehicle is currently under construction at Teledyne Ryan Aeronautical. A distinctive nose hump will house a 48-in. satellite-communications antenna -- and should contribute to engine performance by compressing intake air. Critical to the success of Tier II-plus will be its Allison AE 3007 turbofan, tweaked to fly at 65,000 ft. Behind the hump, electrooptic and infrared cameras will work with high-resolution synthetic-aperture radar. Tier II-plus will be able to see features as small as 1 ft. across. Although the wide-winged airframe will lack the stealth of the Tier III-minus DarkStar (see TU Archive, High Spy Uncloaked), it will tow decoys and carry radar-jamming equipment to foil surface-to-air missiles. Designed for different missions, the two spy drones will nevertheless share ground-control equipment. High Spy Uncloaked PALMDALE, CA-DarkStar rolled out of the shadows last June. A cross between a flying saucer and a sailplane, the Tier III-minus reconnaissance drone (see TU Archive, Eye In The Sky Combines Stealth And Stamina) was built by Lockheed Martin and Boeing. Stealth dictated the vehicle's unorthodox silhouette. At 15 ft. long and 69 ft. across, DarkStar sports sat-com equipment on top of fuselage. DarkStar is designed to loiter over enemy territory, climbing above 45,000 ft., even if the skies are buzzing with hostile aircraft. The slim wings only return brief flashes if radar catches them at the right angle. Meanwhile, the circular fuselage is buffered with radar-absorbing material. A Williams-Rolls FJ44 turbofan will propel DarkStar to a 130-knot cruise speed (which is 300 knots true airspeed at 45,000 ft.). The vehicle will carry either synthetic-aperture radar or a camera, as well as communications equipment. It's designed to operate within a 500-mile radius. DarkStar should be ready to take to the air at Lockheed Martin's Skunk Works sometime this fall. Eye In The Sky Combines Stealth And Stamina WASHINGTON, DC--Military commanders have long craved a bird's-eye view of the battlefield to see the enemy, gauge its intentions and hit its weak spots. Later this decade, their wishes may come true if a new technology program, sponsored by the Advanced Projects Research Agency, launches into production. A 100-ft. flying wing, Boeing-Lockheed's ultra-stealthy Tier III-minus will lurk unnoticed in the stratosphere. The effort, known as the High-Altitude Endurance Unmanned Air Vehicle, has two components. One air vehicle, designated Tier II-plus, will soar above 65,000 feet nonstop for up to 30 hours. This drone will prowl over a radius between 1000 and 2000 miles, carrying up to 1500 pounds of sensors. Meanwhile, the other vehicle, called Tier III-minus, won't enjoy the same payload and range, but will be so stealthy that it will seem no larger than a pinprick to enemy radar. Compare that to the radar cross-section of the F-117, said to mimic a sparrow. Packed with all-weather sensors, both air vehicles will send data to ground stations equipped to process avalanches of information and relay it to decision-makers. Theater commanders are excited about both vehicles for a variety of reasons. While spy satellites draw great demand during wartime, most are useless when clouds obscure the target area. Tactical reconnaisance aircraft are more flexible, but have endurance limits and put crews in harm's way. By contrast, the new drones' relatively low cost-less than $10 million per unit-should ensure than no tears are shed if one were to crash or be shot down. For these reasons, many reconnaissance officers believe that UAVs will prove ideal for continuous wide-area surveillance, although no one's quite sure yet how the vehicles will fit in with existing air, land and sea forces. The program, funded to the tune of $115 million this year, has attracted a variety of big-name defense companies. Boeing and Lockheed are jointly developing the Tier III-minus behind closed doors. The first phase of the Tier II-plus project is also underway with five rival designs from Loral, Raytheon, Teledyne Ryan, Northrop Grumman, and Orbital Sciences, the latter two teamed with Burt Rutan's Scaled Composites. A Tier II-plus winner will emerge in May 1996. DARKSTAR UAV The DarkStar unmanned aerial vehicle, a prototype developed by the team of Boeing Defense & Space Group and Lockheed Martin Skunk Works, is scheduled for a first flight in the fourth quarter of 1995. Boeing and Lockheed Martin are developing the low- observable, high-altitude UAV -- with a fuselage length of 15 feet and a wingspan of 69 feet -- for the Department of Defense. Powered by a single turbofan engine, its mission will be to penetrate aggressively defended airspace. High Altitude Endurance Unmanned Aerial Vehicle The High Altitude Endurance Unmanned Aerial Vehicle (HAE UAV) program is an Advanced Concept Technology Demonstration (ACTD) designed to satisfy the Defense Airborne Reconnaissance Office's (DARO) goal of providing extended reconnaissance capability to the Joint Force commander. Extended reconnaissance has been defined by the Director, DARO, MGen Kenneth Israel, as "the ability to supply responsive and sustained data from anywhere within enemy territory, day or night, regardless of weather, as the needs of the warfighter dictate". Two complementary HAE UAV systems are being developed under this program; a conventional design (Tier II Plus) and an Low Observable configuration (Tier III Minus). The Tier II Plus air vehicle will be capable of standoff, sustained high altitude surveillance and reconnaissance. It will operate at ranges up to 3000 nautical miles from its launch area, with loiter capability over the target area of up to 24 hours at altitudes greater than 60,000 feet. It will be capable of simultaneously carrying electro-optical (EO), infra-red (IR), and synthetic aperture radar (SAR) payloads, and will be capable of both wideband satellite and Line-Of-Sight (LOS) data link communications. During the development phase, scheduled to conclude 1QFY98, two vehicles, two sets of payloads, and a ground control station will be procured and field tested. Tier III Minus is a complementary HAE UAV with LO technology features. Its operational flight parameters are classified, but the vehicle will be capable of sustained high altitude surveillance and reconnaissance over high threat areas. It will operate at ranges of up to 500 nautical miles from the launch area and be able to loiter over the target area for greater than 8 hours at altitudes in excess of 45,000 feet. This UAV will be capable of carrying an EO or SAR payload though not simultaneously; the payloads will be interchangeable in the field. Tier III Minus will employ both wideband LOS and moderate bandwidth satellite communications. During Phase II two air vehicles, an EO and SAR payload, a launch and recovery element, and a processing display system will be procured. Phase II will conclude in 4QFY96. Tier III Minus and Tier II Plus will provide near real-time (NRT) transmission of sensor imagery. Tier III Minus will be transportable to any theater of operations by moving the ground segment (mission control element (MCE)), ground communications element, and launch and recovery element (LRE)) and support segment using no more than 4 C-130 equivalent loads. With its long range and capability for fully autonomous operations, the Tier II Plus will be self deployable. The ground stations can provide control of the HAE UAV by LOS data link and satellite communications (SATCOM) relay. Sensor data will be transmitted to the MCE via wide band LOS or satellite links for processing and dissemination into existing theater command and control nodes. Selected sensor data will also be transmitted via LOS data link and/or SATCOM relay directly to properly equipped theater exploitation sites and/or tactical field users. The HAE UAV will be capable of long dwell, broad area coverage, and continuous spot coverage of areas of interest with high resolution sensors. When linked with systems such as the Joint Deployable Intelligence Support System (JDISS) and the Global Command and Control System (GCCS), imagery may be transferred NRT to the operational commander for immediate use. HAE UAV data will be accessible for Indications and Warning (I&W), cueing, rapid strike/restrike tasking, combat assessment and further analysis up and down the chain of command within minutes of receipt. The HAE UAV will strive for commonality with existing Command, Control, Communications, Computers, and Intelligence (C4I) architecture. Collected imagery will be transferred to theater designated exploitation sites utilizing standard formats through existing communications mediums. Selected frames of imagery and reports can be broadcast electronically by voice or data. The operational commander will determine the preferred means of dissemination and distribution. Throughout the HAE UAV ACTD period, the Deputy Under Secretary of Defense for Advanced Technology will provide oversight and guidance for the program. DARO is the resource sponsor and oversight monitor and ARPA will manage program development and initial testing through Phase II. Tier III Minus Press Release and Photos June 1, 1995 IMMEDIATE RELEASE DoD Unveils Tier III Minus "DarkStar" UAV The Department of Defense (DoD) unveiled the low observable Tier III Minus unmanned aerial vehicle (UAV) today in a ceremony hosted by Lockheed Martin Skunk Works in Palmdale, Calif. Never before seen in public, the Tier III Minus UAV, known by the nickname DarkStar, is one of two high altitude endurance UAVs being developed for the Defense Airborne Reconnaissance Office (DARO) by the Advanced Research Projects Agency (ARPA) joint UAV program office. ARPA is the executing agent for Tier III Minus development, with both DARO and ARPA providing funds. A Lockheed/Boeing team is leading the development of the Tier III Minus (DarkStar) system. Each company is responsible for approximately 50 percent of the development program. Boeing is responsible for the wing and wing subsystem development and testing, and Lockheed is responsible for the design and development of the body and its subsystems, final assembly, integration and system test. A single turbo-fan engine, supplied by Williams International, will provide power for the vehicle. DarkStar is a low observable tactical reconnaissance UAV that will operate within the current military force structure and with existing command, control, communications, computer and intelligence (C4I) equipment. At a planned $10 million a copy (FY94 dollars), the DarkStar UAV will provide affordable, near real time, continuous, all weather, wide area surveillance in support of tactical commanders. The result will be timely information that the tactical commander can immediately exploit for accurate situational awareness and to perform precision strikes and other high priority intelligence and reconnaissance tasks. As one of the DoD's Advanced Concept Technology Demonstrations, the Tier III Minus program is bringing together military users and the technologists early in the development process. Through demonstrations being conducted by the Services, military utility and the concept of operations for the vehicle will be refined before a production decision is made. Service demonstrations will begin in 1996. The Tier III Minus program is the first project to be executed under the "Section 845 Authority" granted to ARPA for prototype weapons development projects. This authority has paved the way for unprecedented government - industry collaboration by removing the burden of specialized Defense procurement regulations and statutes. The program represents a new way of doing business -- one that is based on teamwork and mutual trust, fostered by open dialogue on all issues. Integrated product and process teams have been empowered to successfully accomplish the Tier III Minus development. Extensive use of commercial items and methods are contributing to meeting program cost goals. Optimized for low observables, DarkStar's operational goal is to be highly survivable while penetrating high threat environments. Complementing the Tier III Minus is the Tier II Plus, which will be optimized for long range and endurance in a low-to-moderate threat environment. Both vehicles will be capable of fully autonomous take-off, flight and recovery; be capable of dynamic retasking while in flight; and will operate in the same force structure. First flight of the DarkStar system is expected before the end of the year with initial flight testing completed in mid-1996. These initial flights will be followed by integrated exercises with the military services. JROC RECOMMENDS USAF TAKE LEAD IN PREDATOR UAV. The Air Force is being considered to be the lead agent for the Predator unmanned aerial vehicle program, Air Force Chief of Staff Gen. Ronald Fogleman said Nov. 30. "The [Joint Requirements Oversight Council] has sent a letter to OSD recommending that the Air Force be executive agent," ...TRW PREPARES FOR POSSIBLE HUNTER TERMINATION. TRW Systems Integration Group is preparing for the possible termination of the Hunter UAV program, gave nearly 150 members of its workforce 60-notice of their possible layoff after receiving instructions from the Naval Air Systems Command in early November PREDATOR UAV OPERATIONAL WITH NEW RADAR The Predator unmanned aerial vehicle is ready to begin demonstrations next month with a new radar that is able to peer through clouds at stationary objects on the ground, a Pentagon official said Dec. 4. NAVY, ARPA HOPE TO ADVANCE UAV PROGRAMS THIS YEAR The US Navy believes that close range tactical reconnaissance drones, mixed with a smaller number of longer range drones, will be best for ground troops. Other drone projects include the ARPA Tier 2+ high altitude low endurance UAV (Unmanned Air Vehicle) and the Tier 3- UAV. Eight Tier 2+ drones will be built, capable of 3,000 mile range and a 24 hour loiter. Only one of the stealthy Tier 3- UAV is planned at present. ARMY PURSUES PROMISING SMART TACTICAL ROCKET TECHNOLOGIES Three technologies are under consideration as candidate smart submunitions for the US Army's Extended Range Multiple Launch Rocket System (ER MLRS). These are the Northrop Grumman BAT Brilliant Anti-Armor submunition, the Loral Low Cost Anti Armor Submunition (LOCAAS), and the Textron Damocles submunition. The more mature SADARM and TGW (Terminally Guided Weapon) technologies appear to have been rejected. Damocles, an ARPA project, uses dual mode sensors and hovers using a parafoil. LOCAAS, an Air Force project, uses laser radar and glides. BAT uses multiple sensors [reportedly including acoustic sensors] and also glides. CIA ON TERRORIST MASS DESTRUCTION WEAPONS The acting CIA director, William Studeman, said it was possible that the US would be attacked in this decade by weapons of mass destruction employed by terrorists or hostile governments. Such weapons could be biological or chemical, or unspecified 'other capabilities' [possibly a reference to fuel-air explosives?]. Wednesday January 18, 1995 January 20, 1995 AIR FORCE DETAILS INFORMATION WARFARE MISSION STRUCTURE After US defence officials identified new threats and opportunities in information warfare (IW), the US Air Force responded by widening its command and control warfare (C2W) concept into an IW concept. This IW concept consists of 'counterinformation, C2 attack and information operations'. Army, Navy and USAF IW initiatives are thought to be a response to a secret IW directive issued in 1992. UNMANNED AERIAL VEHICLES An improved operating area for flight-testing UAVs is now in place at the ECR. ECR customers can test UAVs in an electronic threat environment without flying outside the 1043-square-mile R-2524 Restricted Airspace. By containing the operations within R-2524, the need for chase aircraft is eliminated. The UAV Site has three graded and compacted runway surfaces forming a triangle, with the longest (2,000-foot) runway oriented into the prevailing wind. The site also has maintenance, hangar, and office space. SOLAR-ELECTRIC AIRCRAFT UAV Description The HALSOL unmanned aircraft was fabricated in 1983 to explore technologies for an extremely long endurance platform. The HALSOL (High Altitude Solar) aircraft drew on experience with AeroVironment's 'Gossamer Penguin' and 'Solar Challenger' solar-electric aircraft. The spanloader flying wing configuration was chosen to minimize mass and required propulsive power. An energy storage system would be carried in place of a pilot. Stored energy allows flight throughout the night, with electric current from solar arrays providing power when the Sun is up. This arrangement would allow for flights of several weeks duration. However, the components available in 1983 did not produce the overall system efficiency needed for around-the-clock flight. The 'Pathfinder' represents a thorough updating of the HALSOL aircraft by Lawrence Livermore and AeroVironment. Little remains of the original plane, save the spar, pod structure, and some ribs. Upgrades include: Solar arrays now available with higher efficiencies in lighter packages; New materials providing greater strength, stiffness, or UV resistance; Power handling chips that are more efficient and more compactly packaged; A faster microprocessor allowing more precise power tracking and load matching; New electric motors that employ powerful rare earth magnets and have individual custom-designed inverters for maximum efficiency; and finally, new props that are lighter and stronger. The Pathfinder is remotely controlled from the ground station. Attitude and heading commands are uplinked, decoded, and the motor rpm or elevator angle adjusted accordingly. In return, system status is downlinked. This emission-free platform offers unique opportunities for long endurance environmental sampling/monitoring and resource management. * Pathfinder in flight * Pathfinder layout UAV Characteristics * Span: 30 m (98.4 ft) * Cord: 2.6 m (8 ft) * Aspect Ratio: 12.3 Mass * Gross wt.: 200 kg (440 lbs) * Payload: 18 kg (40 lbs) Power * Array Power: 2,800-8,000 watts * Motors: 8@ 1.5 kW max Performance * Speed: 7 m/s (13 kts) * Altitude: 21 km (70 kft) Benefits * Zero Emission Propulsion * Weeks or Months Endurance * Operation Above All Weather * Large Optical Horizon * Relocatable on Short Notice * UV and IR Astronomy * Energy Efficient Technology Spinoffs - ------------------------------------------------------------- BaDge ------------------------------ From: Wei-Jen Su Date: Mon, 11 Dec 1995 15:28:29 -0500 (EST) Subject: Re: Advanced Propulsion methods On Mon, 11 Dec 1995, BROWN A wrote: > A bit of a limited response to my last posting about advanced > propulsion systems, so I'm still looking for info. If anyone has any > thoughts about where aerospace propulsion will be in the near future > (i.e. the next 20 years or so) then I'd love to hear them. Yes, I know... Warp Engines!!!! Just a little bit of Chrismas humor :P May the Force be with you Su Wei-Jen E-mail: wsu02@barney.poly.edu ------------------------------ From: "Philip R. Moyer" Date: Mon, 11 Dec 1995 12:46:18 PST Subject: Shuttle Operations questions - -----BEGIN PGP SIGNED MESSAGE----- Ok, so most of the plane is white, not black, but anyway.... I'm reading a NASA overview of STS flight operations, and it says the shuttle ordnance is not safed until *after* the shuttle is flown back to KSC. Is that right? Don't they safe the systems for loading and transport? Cheer, Phil - -----BEGIN PGP SIGNATURE----- Version: 2.6.2 iQCVAwUBMMyYkcT6R9aMgmQ9AQFkAQP/VtIGkrUJwA8nALU544lht0fH5MlGvuek mxQWv11fJFvj/kQbkLnbX2zoi24Us5el9TZHwWXkRbwQnPxGnP1s4qSs+fvL2cEj 8SIueb69eUn+Yq2kJu99c/FDqJSLDt/Y/CZU+H+5MmMrFD5nVMtcLhEVwlPbrCsU LcyXQcqwiTQ= =/Cef - -----END PGP SIGNATURE----- ------------------------------ From: erebenti@MIT.EDU (Eric Rebentisch) Date: Mon, 11 Dec 95 17:54:56 EDT Subject: LADC and the YF-22 Officially speaking, the skunk works didn't have anything to do with the F-22. That was because when the original YF-22 RFP was let, the skunk works was effectively excluded from the competition by the level of contractor self-funding required by the competition (that's why the winning proposals came from teams instead of individual companies). Lockheed California Company (CALAC) took over DEM/VAL, instead, along with GD and Boeing. However, most of the people I worked with on the YF-22 were cleared into and had worked on the F-117 (as well as other LADC projects), and we had a few people from LADC working part-time on the project. I don't know about organizational boundaries, but they mostly had to cross a large parking lot to get to our area. The EMD phase (F-22 proper) is now at Lockheed Martin in Georgia. I would hesitate to say that the skunk works had nothing to do with the F-22. Eric ------------------------------ From: sents@netcom.com (Jeff R. Sents) Date: Mon, 11 Dec 1995 15:36:33 -0800 (PST) Subject: Re: LADC and the YF-22 erebenti@MIT.EDU (Eric Rebentisch) writes: > > Officially speaking, the skunk works didn't have anything to do with the > F-22. That was because when the original YF-22 RFP was let, the skunk > works was effectively excluded from the competition by the level of > contractor self-funding required by the competition (that's why the > winning proposals came from teams instead of individual companies). > Lockheed California Company (CALAC) took over DEM/VAL, instead, along > with GD and Boeing. > > However, most of the people I worked with on the YF-22 were cleared into > and had worked on the F-117 (as well as other LADC projects), and we had > a few people from LADC working part-time on the project. I don't know > about organizational boundaries, but they mostly had to cross a large > parking lot to get to our area. The EMD phase (F-22 proper) is now at > Lockheed Martin in Georgia. I would hesitate to say that the skunk works > had nothing to do with the F-22. > I would add that at the time LADC was still ADP, a division within CALAC, not a separate company as they are now. LADC wasn't created until around 1991, when CALAC (by now LASC - Burbank) was merged and moved (or merged and closed depending on how you want to look at it) with LASC - Georgia. Regards, Jeff - -- ************************************************************************* * Jeff R. Sents * \ / * * Woodstock, GA, USA * _____-/\-_____ \ / * * home: sents@netcom.com * \_\/_/ _____-/\-_____ * * work: sents@lasc.lockheed.com * \_\/_/ * ************************************************************************* ------------------------------ From: Greg Fieser Date: Mon, 11 Dec 1995 18:17:37 -0600 Subject: Re: LADC and the YF-22 > > Officially speaking, the skunk works didn't have anything to do with > the F-22... > Unofficially speaking, General Dynamics (excuse me, I "meant" to say Lockheed Ft. Worth Company) did most of their portion of the YF-22 work in what is (was?) known as Building 500, former home of the Dorito... er, the ill-fated A-12 Avenger II program. A few of the A-12 people left after the cancellation/layoffs/mass exodus probably ended up working on ATF too, but I "can't say" for sure... Greg Fieser (since I am self-employed, the above views DO represent those of my employer) ------------------------------ From: Corey Lawson Date: Mon, 11 Dec 1995 16:48:31 -0800 (PST) Subject: Happless USS America Sailor... in this week's Navy Times, they have a story about this guy. Apparantly, a gust of wind popped open a door that knocked him off the ship. It's not that he got knocked off the ship. It happens. It's not that he died (usually it makes only good local news). It's that he survived 36 hours. Using his pants as a floatation device after treading water for a few hours. Luckily it wasn't in shark-infested waters or Puget Sound... - -------------------------------+--------------------------------------------- Corey Lawson + Daddy lets me drive slowly around the UW Bothell Computer Facilities + driveway on Tuesdays... but only on Tuesdays csl@u.washington.edu + -the Rainman 206.685.5209 + - -------------------------------+--------------------------------------------- ------------------------------ From: BaDge Date: Mon, 11 Dec 1995 12:50:03 -0500 (EST) Subject: HAV training manual Interesting and somewhat skunky link: Aircrew Training Manual, Hunter UAV-SR System http://huachuca-usaic.army.mil/304TH/ATM/index.html regards, ________ BaDge ------------------------------ End of Skunk Works Digest V5 #564 ********************************* 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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