From owner-skunk-works-digest@netwrx1.com Sat Sep 30 14:27:06 2006 Date: Sat, 30 Sep 2006 13:26:01 -0500 From: skunk-works-digest Reply-To: skunk-works@netwrx1.com To: skunk-works-digest@netwrx1.com Subject: skunk-works-digest V15 #13 skunk-works-digest Saturday, September 30 2006 Volume 15 : Number 013 Index of this digest by subject: *************************************************** Re: skunk-works Fw: [tlc-brotherhood] F-117 Nighthawk Vega 31 Long read but good skunk-works FWD [tlc-brotherhood] Ever Think Of What It Would Be Like To Fly A Highly-Secret Mission In An SR-71 ? skunk-works Purloined from AIRCRAFT-LIST@LISTSERV.BUFFALO.EDU skunk-works FWD (UFO UpDate) UFO Or Secret Plane Over Tynemouth? Re: skunk-works FWD (UFO UpDate) UFO Or Secret Plane Over Tynemouth? Re: skunk-works FWD (UFO UpDate) UFO Or Secret Plane Over Tynemouth? Re: skunk-works FWD (UFO UpDate) UFO Or Secret Plane Over Tynemouth? skunk-works FWD (UFO UpDate) 1953 Kinross F-89 Hit UFO Head-On? skunk-works FWD (UFO UpDate) 1953 Kinross F-89 Hit UFO Head-On? skunk-works New Secrets of Area 51 skunk-works Hello RE: skunk-works Hello Re: skunk-works Hello skunk-works Re: Strategic Reconnaissance Symposium *************************************************** ---------------------------------------------------------------------- Date: Sun, 20 Aug 2006 09:53:53 -0700 From: "Matthew Loufek" Subject: Re: skunk-works Fw: [tlc-brotherhood] F-117 Nighthawk Vega 31 Long read but good We're holding our breath. Gotta be quick. The rest of the story! ! ! ------------------------------ Date: Fri, 25 Aug 2006 02:18:31 -0400 (EDT) From: Terry Colvin Subject: skunk-works FWD [tlc-brotherhood] Ever Think Of What It Would Be Like To Fly A Highly-Secret Mission In An SR-71 ? - -----Forwarded Message----- > >And there we were milling through the skys of Laos in our Porters at 100 >knots.... > >That Oct 1973 sure cut the guts out of our skydiving club in Laos, no more >RLAF H-34s to fly for free, they had no fuel budget. > >That's me on the right. > >Mac > >---------- Forwarded message ---------- > >*On Oct 6th 1973, Egypt and Syria opened an offensive against Israel on two >fronts, launching a coordinated series of air, armored and artillery >attacks into the Sinai and Golan Heights. The preemptive strike came as a >result of a failure to resolve territorial disputes arising from the >Arab-Israeli War of 1967. * > >*Since no diplomatic progress was being made toward peace, Egypt's Sadat was >convinced that to gain legitimacy at home, he must initiate a war with >limited objectives. * > >*Along the Suez Canal, 80,000 well-equipped members of the Egyptian army >crossed the Suez and attacked fewer than 500 Israeli defenders. And in the >Golan Heights, approximately 180 Israeli tanks faced an onslaught of 1,400 >Syrian tanks. * > >*Initial Israeli military losses were significant. And assistance was >requested from the USA. * > >*At that time, our reconnaissance satellites didn't have the capability >to provide the intelligence needed to sufficiently assess the situation. >So, we were alerted to prepare to fly SR-71 missions over the area of >conflict, then recover in England. It was a mission within the design >capability of the aircraft, although such a long, logistically-difficult >mission never previously accomplished.* > >*Within the first few days of the conflict, the supporting Arab nations >initiated an oil embargo, making oil a weapon of war and contributed to a >decision by the British government to deny us a recovery any place in >England. * > >*A Plan B was rapidly drawn up to fly the SR-71 out of the East Coast, **then >recover back in New York at Griffiss AFB. These newly planned 12,000 mile >missions would require (5) five air to air refuelings from (16)sixteen >KC-135 tankers based in Spain. * > >*In the utmost secrecy, we mobilized and deployed. A few days later, our >first photo/electronic reconnaissance mission was successfully completed. * > >*I was a fairly young pilot in the squadron, with only 120 hours of SR-71 >time under my belt. I was assigned to fly a backup SR-71 and to stay at >Griffiss in an alert posture, and be prepared to fly follow-on missions. >Then I served as back-up alert on two more successful missions. * > >*My turn to be the primary aircraft came up next. T**he excitement level >was high. And I certainly wanted to be part of another success. * > >*Takeoff was at 2AM on a brisk and clear autumn night with about fifteen >inches of snow already on the ground. It was peacefully calm . . until I lit >both of the 34,000 lb. thrust afterburners. * > >*The first 450 miles had to be flown subsonic at .9 Mach, since we had to >clear the commercial aircraft flight tracks off the East Coast before I >could safely re-fuel. Most pilots don't know the true meaning of dark until >they've been in a situation like this. You might compare it to refueling in >an inkwell. I then made made three radio silent electronic rendezvous with >three tankers out over the North Atlantic before dawn . . taking on 10,000 >gallons of fuel. * > >*After completing a few post-refueling checks, I lit the afterburners and >started my acceleration to a leisurely Mach 3 cruise across the Atlantic. The >airplane performed flawlessly, thanks to the extra special effort by the >maintenance guys. * > >*About 2000 miles across the Atlantic, I watched with excitement as the >sun came up right in my face, giving me a nice vantage point. * > >*The next refueling was a couple hundred miles north of the Azores. I took >on another 10,000 gallons from a couple more tankers. * > >*I started my second acceleration and headed for Gibraltar. At 80,000 feet, >cruising through the center of the narrow straits with clear weather and 100 >miles of visibility on both sides. Spectacular. * > >*Then I proceeded down the Mediterranean toward Israel where the weather was >becoming worse as per flight plan's forecast. * > >*The third air refueling south of Crete, although in poor weather, went >along as scheduled. Now packing in a full load of 80,000 lbs of JP-7 fuel, >I lit the afterburners and started the acceleration toward the target area. >* > >*At maximum fuel flow in full afterburner, a red engine oil quantity >lowlight illuminated >steady on my emergency warning panel. * > >*In almost unbelief . . I momentarily stared at it ! * > >*I instantly scanned oil pressure, rpm, exhaust gas temperature, nozzle >position for other indications of trouble. Although there were no >confirming indications of problems, I couldn't just ignore the situation and >continue on into the target area with the possibility of an engine failure >at supersonic speed out over the Sinai. * > >*We had no viable emergency airfields that could handle the SR-71. And I >certainly did not want to be a no-notice, no-flight plan, single engine >emergency arrival at David Ben Gurion airport in Tel Aviv. Especially, since >the Israeli government had not been told about our missions, and they were >focused on major battles for their own survival. * > >*I took the engines out of afterburner to access the situation, and think >about the best course of action. * > >*Then I had a pleasant surprise.* > >*After coming out of afterburner the critical red warning light went out. >I became fairly-well convinced that it was a false momentary indication. * > >*But it had cost me roughly 400 gallons of critically needed fuel. M**y >tankers were now 80 miles behind me . . and they were moving further away >each second. **And re-joining them to top off fuel, would present a whole >new set of problems [ I won't get into.] * > >*I decided to re-light the burners and press on. I had a 5 second flash of >the same red light during acceleration. Then it went out. Stayed out. * > >*My flight track went down the Suez past Cairo before making a left turn at >Mach 3.15 to cross the battle lines in the Sinai. With panoramic and >specific point cameras providing imagery of hundreds of targets on both >sides of the SR-71, I flew North across the Dead Sea and Golan >Heights. Approaching >Lebanon, I made a sweeping right turn out over Syria and then back to the >Sinai on a parallel flight path for maximum coverage. **The airplane was >running well. I pushed it up a bit to Mach 3.2 before exiting Egypt near >Port Said. * > >*Once out over the Mediterranean, I started a descent to 25,000 feet to hit >my fourth set of refuelers. * > >*But as fate would have it, I was not only beong low on fuel because of >my previous oil low warning problem, but now a thunderstorm had reached up >and it was now enclosing the air re-fueling contact point. * > >*Using our internal electronic azimuth and distance measuring equipment, my >backseater got me to within less than a mile behind my tanker. But now, >visibility was so poor that I could not see it. * > >*In lousy weather, very low on fuel, I continued twenty miles down the >refueling track. By this time, there was just one-half mile and 1000 feet of >separation from the tanker.* > >*Small break between the clouds. Hooked up. * > >*I had less than 15 minutes of fuel left, when we made re-fueling contact >with the tanker and started transferring. The nearest emergency runway was >roughly 100 miles away on Crete. * > >*Needless to say, I was very thankful to my tanker buddies, backseater, and >good equipment for that rendezvous. What a relief ! It gave me an >entirely new meaning to ' finding a gas station ' . . when I really needed >one. * > >*We completed a fifth 10,000 gallon air refueling near the Azores before >proceeding on a leisurely Mach 3 flight across the mid-Atlantic to a >landing at Seymour Johnson. * > >*Within 20 minutes, our people had the photo and electronic intelligence >equipment downloaded, then onboard a dedicated AF courier flight to a Photo >Interpretation Center in D.C. * > >*I**ncluding 6 hours 41 minutes of supersonic speed, the round-trip flight >covered more than 12,000 miles in 10 hours 49 minutes. * > >*After landing, I remember wondering what Lindbergh would have thought about >the amazing advancements in aviation technology. * > >*These missions were not declassified until the early 1990's when the >SR-71 program was closed at the end of the Cold War. Most of >theremaining birds are now in various museums. >* > >*The one I flew is the centerpiece at SAC's Air and Space museum near Omaha. >* > >*Col. Jim Wilson, USAF ( Ret.)* > >*[abridged ]** * > > >-- >Give a man a beer and he wastes an hour; teach a man to brew, and he wastes >a lifetime. [demime 1.01b removed an attachment of type image/jpeg which had a name of Skydive Vientiane-2 1973.JPG] ------------------------------ Date: Sun, 27 Aug 2006 23:18:48 -0700 From: Patrick Subject: skunk-works Purloined from AIRCRAFT-LIST@LISTSERV.BUFFALO.EDU From: Paul Suhler Subject: [AIRCRAFT-LIST] 50th Anniversary of Project RAINBOW To: AIRCRAFT-LIST@LISTSERV.BUFFALO.EDU 16 August was the 50th anniversary of the beginning of Project RAINBOW, the first serious attempt to reduce the radar cross section of an aircraft. The U-2 had been flying over the Soviet Union for six weeks and was being tracked, so Eisenhower was threatening to shut it down. Kelly Johnson, Dick Bissell, Edwin Land, Ed Purcell, Stewart Miller, and Herb Miller worked on various concepts until early morning on the 17th and then started again at 7:00 AM. Within a day or two, Land went to MIT Lincoln Laboratory and recruited three members of the Radar Division to begin studies of the U-2's RCS and techniques for reducing it. This effort was code-named RAINBOW and continued into the spring of 1958 with flights of the so-called "dirty birds." It soon became apparent that the U-2 would never be made invisible and by the spring of 1957 the Skunk Works were at work on stealthy subsonic designs based on general principles for RCS reduction from the Lincoln Labs team. In late 1957 the RCS work was forced out of Lincoln Lab and the CIA set up the Scientific Engineering Institute (SEI) to carry on the work. In early 1958 the effort to produce a U-2 follow-on aircraft was given the code name GUSTO. Four years later the end result was the Lockheed Blackbird. Sources: Kelly Johnson "U-2 Log" (expurgated version, via Chris Pocock) Interviews with former personnel of Lincoln Lab and SEI. Declassified CIA documents, via NARA. To sign off of this list send email to listserv@listserv.buffalo.edu and in the body of the email put only the line: unsub AIRCRAFT-list ------------------------------ Date: Tue, 5 Sep 2006 17:48:21 -0700 (GMT-07:00) From: Terry Colvin Subject: skunk-works FWD (UFO UpDate) UFO Or Secret Plane Over Tynemouth? - -----Forwarded Message----- > >From: Dirk Vander Ploeg >To: >Date: Mon, 4 Sep 2006 18:27:54 -0400 >Subject: UFO Or Secret Plane Over Tynemouth? > > >Does anyone have any ideas what this is?: > >http://www.ufodigest.com/news/0906/tynemouth.html > > >Dirk > >UFODigest.com >11L6 Maple Road >R.R.2 >Port Colborne, Ontario L3K 5V4 >Canada >905-834-2177 >Email: publisher@ufodigest.com ------------------------------ Date: Tue, 05 Sep 2006 22:50:29 -0700 From: Patrick Subject: Re: skunk-works FWD (UFO UpDate) UFO Or Secret Plane Over Tynemouth? At 05:48 PM 9/5/2006, Terry Colvin wrote: >-----Forwarded Message----- > > > >From: Dirk Vander Ploeg > >To: > >Date: Mon, 4 Sep 2006 18:27:54 -0400 > >Subject: UFO Or Secret Plane Over Tynemouth? > > > > > >Does anyone have any ideas what this is?: > > > >http://www.ufodigest.com/news/0906/tynemouth.html Here is what we have: Several very brief sightings by several people in 15 years of what they claim was a delta or triangular shaped aircraft. Now this "photograph" taken on a tripod at 8pm. Photographing clouds. Gonna be darker rather than lighter, gonna use a slower shutter speed, gonna use a smaller F stop. Not gonna be panning the lens. Everything the exact opposite of air show settings. Yet the photograph has stopped the craft in flight with no blurring from subject movement. And dust on a lens does not show up as an image but instead reduces contrast and causes light to scatter. Don't know where they see control surfaces. I don't. But I do think its odd you can see the difference in the blended area between the fuselage and wing root but you cannot see any distinct lines at the leading edges of the wings. This photograph appears to me like it was Photoshoped just as those that use to appear in Popular Lawnmower. Here is what we don't have: No one is talking about this airplane that should be talking about it by now. We have no manufacturer claiming they built it. No design engineers or manufacturing engineers who are retired discussing their accomplishments or receiving any awards from their peer groups. We have no sub-contractor's advertising their products were used to build it. We have no AF units offering any evidence of operating or testing this aircraft. We have no pilots claiming they were in the program or even pilots who were in the program and deny they did fly it after being questioned for several years of secret duty they can't explain on their resume. There are no pilot reunions. There are no senior AF officers promoted to higher ranks and commands with apparent blanks in their resume's. There are no crew chiefs who can't explain several years of secret duty or who speak of working on the program. There are no air bases where these planes have been seen, no air bases where the families of the crews and maintainers complain of the hardship of their loved ones having to work secretly or away at a secret locations. No evidence of the planes being transported from their place of manufacture to their base of testing or base of operations. No trainers, no mock-ups, no test or engineering fixtures, no manufacturing support seen anywhere. Nor any evidence of them being flown to or through a war zone overseas. No support group claims to have moved them or supported them during these types of operations. No support group seems to exist of the magnitude required to maintain a squadron of these Certainly no infrastructure as required to support any type of airplane squadron. No evidence of a mysterious group supporting black operations. There are no budget proposals in Congress, no congressional aides talking about any aspects of the program, no reports from the Government Accounting Office about cost overruns, budget reductions or transfers, no mention by the Pentagon ever regarding re-deploying, modification or redesign or any program efforts whatsoever regarding this airplane. Nothing mentioned during numerous Quadrennial Reviews. No evidence of any air tanker support during normal operations, during any flights requiring transit to a war zone overseas, no crew members discussing anything unusual they may have observed. No evidence the plane has ever been seen going back to its manufacture for any updates or major maintenance overhauls. It has never crashed, it has never been diverted to land at a non-secure base. And it has never been seen landing at a military base used as temporary support for a specific mission. Nothing has been leaked to the press or to enquiring Congressional members or their staff. F-117 pilots interviewed after the Gulf War routinely describe their solitary missions were done with the only direct support coming from their tankers. The only other support they received was done independantly by ECM aircraft that irregularly spoofed Iraqi radar during the first few nights of the war. And the ECM pilots had no knowledge of the stealth missions in their area. In fact the F-117 didn't even communicate with each other once stealth'ed up before heading toward a target area. Their missions were preprogrammed on basic cassette tapes back at the mission-ops and were incapable of being changed once the data tapes left Mission Planning and were loaded into the aircraft during preflight. If they aborted their primary or secondary missions they returned home, bombs on board. They did not have any communications equipment to receive any targeting data from anyone else. This ability didn't become operational until long after the Gulf War. No suggestion has been made to when this plane will become obsolescent due to state of the art improvements that have occurred in the last 15 years and what type of aircraft will be required to replace. No evidence of any gun camera footage has been released nor any type of electronic or photographic or otherwise observations that it may have collected during training or operational missions. None of the above. Not one thing. Yet the U-2, the SR-71, the HAVE BLUE, the F-117A have all had the above activity associated with their programs. We haven't seen one piece of evidence in 20 years about this airplane. And when was the last time a design was let for an "A" model that has a 45 ft. wingspan and the "B" model jumped to 600 ft. Quite a strech of the imagination, let alone the airframe. And by now it would be over 20 years old in design and technically obsolescent. Yet this plane has grown in mythical capability from a slow moving craft able to hover to one now capable of Mach 9 at 125,000 feet? This plane exists only in the imagination of the website designers who use its mythology to attract attention to their web sites. Course I could be wrong...... ------------------------------ Date: Wed, 6 Sep 2006 06:17:12 -0700 From: "Matthew Loufek" Subject: Re: skunk-works FWD (UFO UpDate) UFO Or Secret Plane Over Tynemouth? Patrick says... "Here is what we have: ..." The best "Mantra" analysis ever published -- bar none! Absolutely! Thanks, Patrick. ------------------------------ Date: Wed, 6 Sep 2006 09:37:51 -0700 (PDT) From: ALLEN THOMSON Subject: Re: skunk-works FWD (UFO UpDate) UFO Or Secret Plane Over Tynemouth? Depending on what meaning is assigned to "UFO," I'd say either 1) It's a UFO or 2) The subject line is an excellent example of http://en.wikipedia.org/wiki/False_dichotomy ------------------------------ Date: Thu, 7 Sep 2006 22:56:08 -0700 (GMT-07:00) From: Terry Colvin Subject: skunk-works FWD (UFO UpDate) 1953 Kinross F-89 Hit UFO Head-On? Lots of speculation and fuzzy images. Terry - -----Forwarded Message----- > >From: Dirk Vander Ploeg >To: >Date: Thu, 7 Sep 2006 14:50:18 -0400 >Subject: 1953 Kinross F-89 Hit UFO Head-On? > > >New Great Lakes Dive Company photos and story exclusively >released to ufodigest.com Photos and enhancements. > >http://www.ufodigest.com/news/0906/kinrossobject.html > > >Dirk > >UFODigest.com >11L6 Maple Road >R.R.2 >Port Colborne, Ontario L3K 5V4 >Canada >905-834-2177 >Email: publisher@ufodigest.com ------------------------------ Date: Thu, 7 Sep 2006 23:01:11 -0700 (GMT-07:00) From: Terry Colvin Subject: skunk-works FWD (UFO UpDate) 1953 Kinross F-89 Hit UFO Head-On? Lots of speculation and fuzzy images... Terry - -----Forwarded Message----- > >From: Dirk Vander Ploeg >To: >Date: Thu, 7 Sep 2006 14:50:18 -0400 >Subject: 1953 Kinross F-89 Hit UFO Head-On? > > >New Great Lakes Dive Company photos and story exclusively >released to ufodigest.com Photos and enhancements. > >http://www.ufodigest.com/news/0906/kinrossobject.html > > >Dirk > >UFODigest.com >11L6 Maple Road >R.R.2 >Port Colborne, Ontario L3K 5V4 >Canada >905-834-2177 >Email: publisher@ufodigest.com ------------------------------ Date: Wed, 13 Sep 2006 19:39:31 -0700 From: "Terry W. Colvin" Subject: skunk-works New Secrets of Area 51 < http://www.popsci.com/popsci/aviationspace/95e16f096bd8d010vgnvcm1000004eecbccdrcrd.html > or < http://tinyurl.com/pv6ch > Satellite imagery taken on January 17, 2006, of Area 51 reveals little. Base security personnel know when satellites are passing overhead, and test aircraft remain indoors at those times. Personnel work in windowless offices and are locked inside when anything other than their own project is outdoors. The Top-Secret Warplanes of Area 51 Stealth jets? Hypersonic bombers? What's really being developed at the military's most famous classified base? ...more at URL above... - -- "Only a zit on the wart on the heinie of progress." Copyright 1992, Frank Rice Terry W. Colvin, Sierra Vista, Arizona (USA) < fortean1 at mindspring.com > Alternate: < fortean1 at msn.com > Home Page: < http://www.geocities.com/Area51/Stargate/8958/index.html > Sites: * Fortean Times * Mystic's Haven * TLCB * U.S. Message Text Formatting (USMTF) Program - ------------ Member: Thailand-Laos-Cambodia Brotherhood (TLCB) Mailing List TLCB Web Site: < http://www.tlc-brotherhood.org > [Southeast Asia/Secret War in Laos veterans, Allies, CIA/NSA, and "steenkeen" contractors are welcome.] ------------------------------ Date: Tue, 26 Sep 2006 20:02:03 -0500 From: Terry Welshans Subject: skunk-works Hello I have just joined the list after lurking for quite a while in the Archives. When I was in Junior High school (1959-1961) I used to ride my bike over to the back side of the airport where the U2's were maintained. I used to look through the fence as they removed engines and other parts. I remember several C124s taking off from Burbank flying to Groom with A12s on board. Didn't know the load or the destination then of course. I recall one of the C124s flying low over the Junior High School with smoke coming from one engine and the prop feathered. I don't think he ever got over 500 feet as he turned back to make an emergency landing. I always enjoyed watching the U2s take off. They looked like they were going straight up with a very high rate of climb, pointing the noisy end right at the runway. Sometimes the maintenance guys would walk over and visit, and a couple of times I got to talk with the pilots, still dressed in their pressure suits. I have had the privilege of meeting Tony LeVier and "Fish" Salmon at Lockheed Management Club functions that I attended as an Explorer Scout. From 1964 to 1967 I worked in Burbank, California for one of Lockheed's sub-contractors before joining the military. I can still recall some of the late-night engine run up and trimming. I lived about three miles from the Lockheed California Company offices and about a half mile from Building B1, where the outdoor autoclave finished the resin and carbon pieces. Last time I was visiting Burbank (I live near Chicago now), B1 was gone as was most of the other buildings outside of the airport boundaries. Regards, Terry Welshans ------------------------------ Date: Tue, 26 Sep 2006 18:36:37 -0700 From: "Smith, Larry O" Subject: RE: skunk-works Hello Hi Terry, Interesting story ! Lucky you to live near there as a kid ! I'd have been right there with you but I lived in the Detroit area back then. I enjoyed trips on Armed Forces Day to Sefridge Field, to enjoy the cool stuff they had there. Only once a year though assuming I could con someone into taking me. Otherwise I enjoyed looking down on the American Airlines Lockheed Electras or B-707s, at the main Detroit Airport from the observation deck, as they came and went, and waving at the flight crews. I always loved the old American colors - still do! A question for you or anyone else that can help. I will have opportunities to fly in/out of Burbank in the not too distant future. I just flew out of Burbank about a month ago and have been wondering where all the cool stuff was back then as we climbed out and I could look down on that famous airfield. Anybody have a overhead with the locations of the old buildings marked? Thanks, Larry - -----Original Message----- From: owner-skunk-works@netwrx1.com [mailto:owner-skunk-works@netwrx1.com] On Behalf Of Terry Welshans Sent: Tuesday, September 26, 2006 6:02 PM To: skunk-works@netwrx1.com Subject: skunk-works Hello I have just joined the list after lurking for quite a while in the Archives. When I was in Junior High school (1959-1961) ... Regards, Terry Welshans ------------------------------ Date: Tue, 26 Sep 2006 22:22:38 -0500 From: Terry Welshans Subject: Re: skunk-works Hello Smith, Larry O wrote: > Hi Terry, > > Interesting story ! Lucky you to live near there as a kid ! > I'd have been right there with you but I lived in the Detroit > area back then. I enjoyed trips on Armed Forces Day to Sefridge > Field, to enjoy the cool stuff they had there. Only once a year > though assuming I could con someone into taking me. Otherwise > I enjoyed looking down on the American Airlines Lockheed Electras > or B-707s, at the main Detroit Airport from the observation deck, > as they came and went, and waving at the flight crews. I always > loved the old American colors - still do! > > A question for you or anyone else that can help. > I will have opportunities to fly in/out of Burbank > in the not too distant future. I just flew out of Burbank about > a month ago and have been wondering where all the cool stuff was > back then as we climbed out and I could look down on that famous > airfield. > > Anybody have a overhead with the locations of the old buildings > marked? > > Thanks, > > Larry > > > -----Original Message----- > From: owner-skunk-works@netwrx1.com > [mailto:owner-skunk-works@netwrx1.com] On Behalf Of Terry Welshans > Sent: Tuesday, September 26, 2006 6:02 PM > To: skunk-works@netwrx1.com > Subject: skunk-works Hello > > I have just joined the list after lurking for quite a while in the > Archives. > > When I was in Junior High school (1959-1961) ... > > Regards, Terry Welshans > Try google maps - look for "bob hope airport". Regards, Terry ------------------------------ Date: Sat, 30 Sep 2006 14:25:22 -0400 (EDT) From: Andreas Gehrs-Pahl Subject: skunk-works Re: Strategic Reconnaissance Symposium Hi all, I received this email yesterday. Maybe some of you are able to attend? I certainly will! On Fri, 29 Sep 2006, Stewart Bailey wrote: >Greetings to all my fellow Aviation History Group Members! >I hope you don't mind getting a bit of information on a significant >aviation event that is taking place in the neighborhood. >On Friday, October 6th and Saturday, October 7th, the Air Zoo will be >hosting a special educational symposium on the SR-71 Blackbird and Strategic >Reconnaissance in the Cold War. Entitled "A View From on High," this event >will bring together a number of important figures from the airborne >espionage world to talk about aircraft that served as America's "sky spies," >and their importance in history. >Among the speakers are: >General Patrick Halloran- SR-71 Pilot >Colonel Richard Graham- SR-71 Pilot >Lt. Col. Blair Bozek - SR-71 RSO >Col. B.C. Thomas- SR-71 Instructor Pilot, U-2 Pilot and RB-57 Pilot >Dr. Robert Abernethy - One of Pratt & Whitney's designers for the >Blackbird's J-58 Engines >SMSgt. Donald Miller- SR-71 Crew Chief >SMSgt. David Burns - SR-71 Crew Chief >Col. John Amundson- U-2 Pilot >Dr. Dwayne Day- Author, Eye in the Sky: Story of the Corona Spy Satellite >The event kicks off Friday night at 7:30 pm with a reception featuring >heavy hors d'Oeuvres (a meal in itself) and cash bar, which will afford >symposium attendees to meet and mingle with the speakers. >On Saturday morning, the symposium begins again at 9:00 am with a day full >of sessions featuring different aspects of Strategic Reconnaissance. The >schedule is as follows: > 9:00 am to 9:50 am Early Operations (U-2 / RB-57) with Thomas & Amundson >10:00 am to 11:20 am Flying the SR-71 with Halloran, Graham, Bozek, Thomas & > Miller >11:30 am to 12:20 pm Keeping the Blackbird Flying with Miller & Burns >12:20 pm to 1:30 pm Lunch on your own at the Air Zoo's Kittyhawk Cafi or > other local restaurants > 1:30 pm to 2:20 pm Untold Stories of Pratt & Whitney with Dr. Abernethy > 2:30 pm to 3:20 pm Spy Satellites with Dr. Day > 3:30 pm to 4:30 pm Panel Discussion with all speakers > 4:30 pm to 5:00 pm Book-signing and wrap up >The cost for this exciting event is $65 (15% discount for Air Zoo members) >which includes both days worth of activities plus weekend-long admission to >the Air Zoo and it magnificent collection of aircraft which includes the >only surviving SR-71 "B-model" Blackbird. >For more information and a registration form, check out the Air Zoo website >at: www.airzoo.org >Following the Symposium, on Saturday night, the Air Zoo is hosting the >induction ceremony for the Michigan Aviation Hall of Fame. This year's >inductees include Ira "Ike" Kepford, Pat Schiffer, Col. John Ghere and >astronaut David Leestma. Again, information is available at our website. >Please Note: If you are planning to attend, please let me know as soon as >possible, via email or telephone at (269) 382-6555 ext. 135. We have limited >seating and want to make sure everyone who wants to attend gets a spot. >Thanks! >Stewart W. Bailey >Deputy Director - Education >The Air Zoo - -- Andreas - --- --- Andreas Gehrs-Pahl E-Mail: GPahl@CharterMI.net 415 Gute Street or: Andreas@DDPSoftware.com Owosso, MI 48867-4410 or: Andreas@Aerospace-History.net Tel: (989) 723-9927 Web Site: http://www.Aerospace-History.net - --- --- ------------------------------ End of skunk-works-digest V15 #13 ********************************* To subscribe to skunk-works-digest, send the command: subscribe skunk-works-digest in the body of a message to "majordomo@netwrx1.com". 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