From owner-skunk-works-digest@netwrx1.com Thu Jun 25 10:56:40 2009 Date: Thu, 25 Jun 2009 09:54:10 -0500 From: skunk-works-digest Reply-To: skunk-works@netwrx1.com To: skunk-works-digest@netwrx1.com Subject: skunk-works-digest V16 #4 skunk-works-digest Thursday, June 25 2009 Volume 16 : Number 004 Index of this digest by subject: *************************************************** skunk-works Re: The Road to Area 51 skunk-works Fw: [tlc-brotherhood] Estate of Robin Olds skunk-works Blackbird as satellite launcher Re: skunk-works Blackbird as satellite launcher skunk-works SR-71 Termination skunk-works Ed Lovick's Web Site skunk-works Fw: Re: [the-tlc-mission] SR-71, [none] skunk-works FW: How little girls make their dad's proud. skunk-works Fw: [tlc-brotherhood] GREAT STORY ABOUT A SR-71 PILOT Re: skunk-works FW: How little girls make their dad's proud. Re: skunk-works FW: How little girls make their dad's proud. *************************************************** ---------------------------------------------------------------------- Date: Fri, 8 May 2009 09:22:27 -0400 (EDT) From: Terry Colvin Subject: skunk-works Re: The Road to Area 51 - -----Original Message----- >From: "Kevin P. France" >Sent: May 8, 2009 7:00 AM > >From: "John Hazelton" > >> Wow, the country's lousy with these things! There's also one right out in >> the open on the USS Intrepid in Manhattan: > >Well, it sounds like there are 19 (+1 trainer) of them out there surviving >from the 32 originally built. > > http://en.wikipedia.org/wiki/SR-71 > >I mentioned the Castle AFB air museum having one...here's the wiki article >describing the museum. Some of the aircraft on display now weren't there >when I last visited (over 20 years ago now...jeez...): > http://en.wikipedia.org/wiki/Castle_Air_Museum The B-52 wasn't there, but >when I took a tour of the place, the guide actually drove us out on the >runway area and we got to walk around one on the ground and have a little >talk with a junior officer who was a crewman for it. On the way out there, >you could see the bunkers off in the distance where nuclear weapons were >kept...the tour guide was, uh, EMPHATIC about the >no-taking-pictures-in-that-direction rule. The airmen with berets and M-16s >drove home the "...and we're not kidding!" point. > >The Castle SR-71 isn't with the other planes, it's right alongside of the >highway entrance to the base. Security measures obviously depend on the year and place. I've seen three SR-71s. Two static displays (Smithsonian NASM in downtown DC and Eglin AFB in 1986 and 1994, resp.) and one landing at U-Tapao AB, Thailand in early 1973. Does the Aurora aircraft exist at any level of development? See: http://www.fas.org/irp/mystery/aurora.htm Terry Terry W. Colvin Ladphrao (Bangkok), Thailand Pran Buri (Hua Hin), Thailand http://www.geocities.com/Area51/Stargate/8958/index.html [Terry's Fortean & "Work" itty-bitty site] ------------------------------ Date: Thu, 14 May 2009 12:29:36 +0700 (GMT+07:00) From: Terry Colvin Subject: skunk-works Fw: [tlc-brotherhood] Estate of Robin Olds I've checked out the four page letter from Christina Olds. Again, his daughter did and is doing a great job completing his biography, settling his debts, and auctioning off his memorabilia. Terry - -----Forwarded Message----- >From: Eugene Rossel <> >Sent: May 14, 2009 1:02 AM > >This is a email you may have received already. If you haven't it is >a good one to read because of our age. It shows what can happens >when the Government steps in at your death. It is from his daughter >as she is trying to settle his estate. It is very interesting reading. Terry W. Colvin Ladphrao (Bangkok), Thailand Pran Buri (Hua Hin), Thailand http://www.geocities.com/Area51/Stargate/8958/index.html [Terry's Fortean & "Work" itty-bitty site] [demime 1.01b removed an attachment of type application/rtf which had a name of Dear Friends of Robin Olds.rtf"; x-mac-type="42494E41"; x-mac-creator="4D535744] ------------------------------ Date: Sat, 23 May 2009 13:50:06 -0700 (PDT) From: Allen Thomson Subject: skunk-works Blackbird as satellite launcher Cool and impressive (A-12 with Polaris slung underneath). Be sure to note the signature on the last page. http://forum.nasaspaceflight.com/index.php?topic=17161.0 ------------------------------ Date: Sat, 23 May 2009 16:15:14 -0500 From: Jay Miller Subject: Re: skunk-works Blackbird as satellite launcher Allen, Good material and I appreciate your sharing it with everyone. For what it's worth, a lot of this was covered in the second edition of my B-58 history. Roger Cripliver had most of these studies in his personal collection and was kind enough to loan them to me. There was simply too much of it to include everything in the book. Convair and the Department of Defense had studied these ALBMs to death, it seems. And I'm sure you are all aware of "King Lofus IV" that was launched from Egllin AFB via B-58 in the late 1950s. Roger's archives are now stored at the University of Texas (at Dallas) History of Aviation Collection in Richardson, TX. Again, thanks. Jay ------------------------------ Date: Sun, 31 May 2009 10:12:43 +0700 (GMT+07:00) From: Terry Colvin Subject: skunk-works SR-71 Termination PTTUZYUW RUMOUHA1448 1510229-UUUU--RUCICSA RUFMC RULPALJ. ZNR UUUUU RUCICSA T AUTODIN OPNET P R 310111Z MAY 09 FM COMMCEN CAMP SAMAE SAN TH//TERRY C// TO RUCICSA/AUTODIN OPNET//COMMCENTER-2// RUFMC/FLEET BROADCAST DELTA//COMMCENTER-4// INFO ZEN2/CDRUSARSUPTHAI CAMP SAMAE SAN TH//S-2/PAO/MEDTC/CILTHAI// RULPALJ/USCINCSO QUARRY HTS PN//SCJ2/INTAFF/POLAD/NCR/SCJ6/SSO// P 282300Z OCT 98 FM HQ USAF WASHINGTON DC//XOI// TO RHDIAAA/HQ ACC LANGLEY AFB VA//DO/LG/XP// INFO RUVAFMC/HQ AFMC WRIGHT PATTERSON AFB OH//CV// RUVAFMC/HQ ASC WRIGHT PATTERSON AFB OH//CC// RUEAHQA/OSAF WASHINGTON DC//AQI/AQIJ/FMB/FMBO/GCA/LL// RUVAFMC/645MATS WRIGHT PATTERSON AFB OH //CD// RUEAHQA/HQ USAF WASHINGTON DC//ILY/ILS// BT UNCLAS SUBJ: SR-71 TERMINATION 1. ON 6 MAR 98, THE AIR FORCE RECEIVED THE SECDEF MEMORANDUM WHICH APPROVED THE PERMANENT RETIREMENT OF THE SR-71. SINCE THEN, WE HAVE PROCEEDED CAUTIOUSLY WITH PROGRAM TERMINATION ACTIONS DUE TO THE PAGE 02 RUMOUHA1448 UNCLAS SUPREME COURT'S DECISION ON THE LINE ITEM VETO AND RELATED CONSIDERATIONS. WE ARE NOW READY TO PROCEED WITH FULL PROGRAM TERMINATION. 2. UPON RECEIPT OF THIS MESSAGE, ALL AGENCIES TAKE ALL REQUIRED ACTIONS TO PERMANENTLY AND EXPEDITIOUSLY RETIRE THE SR-71. REQUEST MAJCOMS COORDINATE ALL ACTIONS WITH THEIR COMMAND FMS IN IDENTIFYING ACTUAL COSTS ASSOCIATED WITH THIS DEACTIVATION. ALL UNFUNDED REQUIREMENTS SHOULD BE FORWARDED TO SAF/FMBO. 3. THIS IS AN AF/XOI AND SAF/AQI COORDINATED MESSAGE. AIR STAFF POC IS COL SCOTT MERROW, XOIRC, DSN:225-5072. SAF POC IS MAJ CHUCK RIECHERS, AQIJ, DSN 425-1638. BT #1448 NNNN ------------------------------ Date: Sat, 13 Jun 2009 10:28:26 -0700 From: "Paul A. Suhler" Subject: skunk-works Ed Lovick's Web Site I thought that members of this list might want to take a look at Ed Lovick's web site: http://www.edtheradarman.com/ Cheers, Paul Suhler ------------------------------ Date: Wed, 17 Jun 2009 14:51:37 +0700 (GMT+07:00) From: Terry Colvin Subject: skunk-works Fw: Re: [the-tlc-mission] SR-71, - -----Forwarded Message----- >Sent: Jun 17, 2009 3:04 AM >To: the-tlc-mission@nexus.net > >My SR-71 story is about the 51st Composite Wing at Osan AB, Korea. In 1980, >Reagan was President, the North Koreans fired a missile at our SR-71 as it >passed over their country, descending for a landing in Okinawa. The missile >didn't have a snowball's chance of hitting the Black Bird, but it got the >attention of the crew. > >President Reagan was incensed over the incident. He sent a message to North >Korea by whatever means they did such things with countries that we don't >recognize. It said, paraphrasing, "You don't fire at our unarmed aircraft >flying in international air space. We're going to do it again (and gave >them the day and time that the Black Bird would be passing over next) and if >you fire at us again, we will destroy the site that fired on us and perhaps >a few other sites as well." > >Well, the President then ordered us at Osan to load everything we were >capable of carrying on our F-4E and OV-10 aircraft. Our orders were to >standby for a launch order from the President. That was on a Friday night; >the SR-71 was going to fly over on Sunday. > >We loaded everything, including one F-4E that had no Fire Control Radar and >was incapable of dropping munitions. We had more pilots than aircraft, so >the aircrews held a lottery for the honor of flying that bird. They figured >they could at least serve as a decoy and perhaps give other aircraft a >better advantage by drawing away ground fire. I was Maintenance Supervisor >for the 51st that weekend. It was my responsibility to ensure that all of >our flyable aircraft got loaded and as many as possible of our non-flyable >aircraft were repaired to fly that mission. I had never and have never seen >F-4s loaded for bear to that degree. It becomes an awesome war machine when >it's carrying weapons on every station. I wish I had had the sense to get a >photo or two. Bombs, missiles, rockets, guns (built in) on every aircraft. > >I was proud to be a part of that effort. > >I don't recall ever seeing any special recon birds on the ramp during my >year at Udorn. > > >The North Koreans may be crazy, but they aren't stupid. They didn't fire on >the SR-71 this time. As far as I know, they've not fired on any of our >reconnaissance flights again since. >Dan Decker, TSgt >USAF Retired Terry W. Colvin Ladphrao (Bangkok), Thailand Pran Buri (Hua Hin), Thailand http://www.geocities.com/Area51/Stargate/8958/index.html [Terry's Fortean & "Work" itty-bitty site] ------------------------------ Date: Fri, 19 Jun 2009 19:06:32 -0700 From: "Anne" Subject: [none] I don't know if any of you will sign this - don't think please that I'm crazy.. it's just the only option left to me and it is what I want. Pass it on for me, even if you can't sign it. I haven't even talked to you some of you in a l o n g time. Given the last six years, it really is the only "rational" option. It really is. If I were deaf, I would not be treated or excluded like I have been. I am happy with my decision - I've been thinking about it as the last option for a couple of years now. I've done everything that I can and it has been fruitless. My hearing is so sensitive, that I wouldn't really be missing anything anyway, and would, I am sure, have a much better quality of life. In signing this, you would be doing me a tremendous favor in that the surgical option is difficult to get and I will need support for this. I went from being self-supporting, financially independent, with good prospects for my future, to, within six months, being told to live on the street "if I couldn't hear like normal people". On the bright side, if I were deaf, I wouldn't have to use paper plates anymore, I could go out, I would have access to government, I see no downside to it. I wish I could, but there isn''t a downside. http://www.gopetition.com/online/28786.html ------------------------------ Date: Tue, 23 Jun 2009 21:15:05 -0700 From: "Anne" Subject: skunk-works FW: How little girls make their dad's proud. (wish I knew how to do that Heh.. LOLOL) Kinda brings a tear to my eye... How little girls make their dad's proud. [demime 1.01b removed an attachment of type video/x-ms-wmv which had a name of What_little_girls_do.wmv] No virus found in this incoming message. Checked by AVG - www.avg.com Version: 8.5.339 / Virus Database: 270.12.90/2198 - Release Date: 06/23/09 17:54:00 ------------------------------ Date: Wed, 24 Jun 2009 04:29:10 -0400 (EDT) From: Terry Colvin Subject: skunk-works Fw: [tlc-brotherhood] GREAT STORY ABOUT A SR-71 PILOT suspected duplicate... - -----Forwarded Message----- > >I just got this today and it is a very interesting story of a >disintegrated SR-71 on 25 Jan 1966. I don't remember it or remember >reading it in Aviation Leak. > > >From: Robert and Kathryn Steinbach Subject: >GREAT STORY ABOUT A SR-71 PILOT To: Date: Tuesday, June 23, 2009, 10:29 AM > > > >SR-71 Disintegrates Around Pilot During Flight Test Aviation Week & >Space Technology 08/08/2005, page 60 > >Bill Weaver > >Among professional aviators, there's a well-worn saying: Flying is >simply hours of boredom punctuated by moments of stark terror. And >yet, I don't recall too many periods of boredom during my 30-year >career with Lockheed, most of which was spent as a test pilot. > >By far, the most memorable flight occurred on Jan. 25, 1966. Jim >Zwayer, a Lockheed flight-test reconnaissance and navigation systems >specialist, and I were evaluating those systems on an SR-71 Blackbird >test from Edwards AFB, Calif. We also were investigating procedures >designed to reduce trim drag and improve high-Mach cruise >performance. The latter involved flying with the center-of-gravity >(CG) located further aft than normal, which reduced the Blackbird's >longitudinal stability. > >We took off from Edwards at 11:20 a.m. and completed the mission's >first leg without incident. After refueling from a KC-135 tanker, we >turned eastbound, accelerated to a Mach 3.2-cruise speed and climbed >to 78,000 ft., our initial cruise-climb altitude. > >Several minutes into cruise, the right engine inlet's automatic >control system malfunctioned, requiring a switch to manual control. >The SR-71's inlet configuration was automatically adjusted during >supersonic flight to decelerate airflow in the duct, slowing it to >subsonic speed before reaching the engine's face. This was >accomplished by the inlet's center-body spike translating aft, and by >modulating the inlet's forward bypass doors. Normally, these actions >were scheduled automatically as a function of Mach number, >positioning the normal shock wave (where airflow becomes subsonic) >inside the inlet to ensure optimum engine performance. > >Without proper scheduling, disturbances inside the inlet could result >in the shock wave being expelled forward--a phenomenon known as an >"inletunstart." That causes an instantaneous loss of engine thrust, >explosive banging noises and violent yawing of the aircraft--like >being in a train wreck. Unstarts were not uncommon at that time in >the SR-71's development, but a properly functioning system would >recapture the shock wave and restore normal operation. > >On the planned test profile, we entered a programmed 35-deg. bank >turn to the right. An immediate unstart occurred on the right engine, >forcing the aircraft to roll further right and start to pitch up. I >jammed the control stick as far left and forward as it would go. No >response. I instantly knew we were in for a wild ride. > >I attempted to tell Jim what was happening and to stay with the >airplane until we reached a lower speed and altitude. I didn't think >the chances of surviving an ejection at Mach 3.18 and 78,800 ft. were >very good. However, g-forces built up so rapidly that my words came >out garbled and unintelligible, as confirmed later by the cockpit >voice recorder. > >The cumulative effects of system malfunctions, reduced longitudinal >stability, increased angle-of-attack in the turn, supersonic speed, >high altitude and other factors imposed forces on the airframe that >exceeded flight control authority and the Stability Augmentation >System's ability to restore control. > >Everything seemed to unfold in slow motion. I learned later the time >from event onset to catastrophic departure from controlled flight was >only 2-3 seconds. Still trying to communicate with Jim, I blacked >out, succumbing to extremely high g-forces. The SR-71 then literally >disintegrated around us. From that point, I was just along for the ride. > >My next recollection was a hazy thought that I was having a bad >dream. Maybe I'll wake up and get out of this mess, I mused. >Gradually regaining consciousness, I realized this was no dream; it >had really happened. That also was disturbing, because I could not >have survived what had just happened. Therefore, I must be dead. >Since I didn't feel bad--just a detached sense of euphoria--I decided >being dead wasn't so bad after all. > >AS FULL AWARENESS took hold, I realized I was not dead, but had >somehow separated from the airplane. I had no idea how this could >have happened; I hadn't initiated an ejection. The sound of rushing >air and what sounded like straps flapping in the wind confirmed I was >falling, but I couldn't see anything. My pressure suit's faceplate >had frozen over and I was staring at a layer of ice. > >The pressure suit was inflated, so I knew an emergency oxygen >cylinder in the seat kit attached to my parachute harness was >functioning. It not only supplied breathing oxygen, but also >pressurized the suit, preventing my blood from boiling at extremely >high altitudes. I didn't appreciate it at the time, but the suit's >pressurization had also provided physical protection from intense >buffeting and g-forces. That inflated suit had become my own escape capsule. > >My next concern was about stability and tumbling. Air density at high >altitude is insufficient to resist a body's tumbling motions, and >centrifugal forces high enough to cause physical injury could develop >quickly. For that reason, the SR-71's parachute system was designed >to automatically deploy a small-diameter stabilizing chute shortly >after ejection and seat separation. Since I had not intentionally >activated the ejection system--and assuming all automatic functions >depended on a proper ejection sequence--it occurred to me the >stabilizing chute may not have deployed. > >However, I quickly determined I was falling vertically and not >tumbling. The little chute must have deployed and was doing its job. >Next concern: the main parachute, which was designed to open >automatically at 15,000 feet. Again, I had no assurance the >automatic-opening function would work. > >I couldn't ascertain my altitude because I still couldn't see through >the iced-up face plate. There was no way to know how long I had been >blacked-out, or how far I had fallen. I felt for the >manual-activation D-ring on my chute harness, but with the suit >inflated and my hands numbed by cold, I couldn't locate it. I decided >I'd better open the faceplate, try to estimate my height above the >ground, then locate that "D" ring. Just as I reached for the >faceplate, I felt the reassuring sudden deceleration of main-chute deployment. > >I raised the frozen faceplate and discovered its uplatch was broken. >Using one hand to hold that plate up, I saw I was descending through >a clear, winter sky with unlimited visibility. I was greatly relieved >to see Jim's parachute coming down about a quarter of a mile away. I >didn't think either of us could have survived the aircraft's breakup, >so seeing Jim had also escaped lifted my spirits incredibly. > >I could also see burning wreckage on the ground a few miles from >where we would land. The terrain didn't look at all inviting--a >desolate, high plateau dotted with patches of snow and no signs of habitation. > >I tried to rotate the parachute and look in other directions. But >with one hand devoted to keeping the face plate up and both hands >numb from high-altitude, subfreezing temperatures, I couldn't >manipulate the risers enough to turn. Before the breakup, we'd >started a turn in the New Mexico-Colorado-Oklahoma-Texas border >region. The SR-71 had a turning radius of about 100 mi. at that speed >and altitude, so I wasn't even sure what state we were going to land >in. But, because it was about 3:00 p.m., I was certain we would be >spending the night out here. > >At about 300 ft. above the ground, I yanked the seat kit's release >handle and made sure it was still tied to me by a long lanyard. >Releasing the heavy kit ensured I wouldn't land with it attached to >my derriere, which could break a leg or cause other injuries. I then >tried to recall what survival items were in that kit, as well as >techniques I had been taught in survival training. > >Looking down, I was startled to see a fairly large animal--perhaps an >antelope--directly under me. Evidently, it was just as startled as I >was because it literally took off in a cloud of dust. > >My first-ever parachute landing was pretty smooth. I landed on fairly >soft ground, managing to avoid rocks, cacti and antelopes. My chute >was still billowing in the wind, though. I struggled to collapse it >with one hand, holding the still-frozen faceplate up with the other. > >"Can I help you?" a voice said. > >Was I hearing things? I must be hallucinating. Then I looked up and >saw a guy walking toward me, wearing a cowboy hat. A helicopter was >idling a short distance behind him. If I had been at Edwards and told >the search-and-rescue unit that I was going to bail out over the >Rogers Dry Lake at a particular time of day, a crew couldn't have >gotten to me as fast as that cowboy-pilot had. > >The gentleman was Albert Mitchell, Jr., owner of a huge cattle ranch >in northeastern New Mexico. I had landed about 1.5 mi. from his ranch >house--and from a hangar for his two-place Hughes helicopter. Amazed >to see him, I replied I was having a little trouble with my chute. He >walked over and collapsed the canopy, anchoring it with several >rocks. He had seen Jim and me floating down and had radioed the New >Mexico Highway Patrol, the Air Force and the nearest hospital. > >Extracting myself from the parachute harness, I discovered the source >of those flapping-strap noises heard on the way down. My seat belt >and shoulder harness were still draped around me, attached and >latched. The lap belt had been shredded on each side of my hips, >where the straps had fed through knurled adjustment rollers. The >shoulder harness had shredded in a similar manner across my back. The >ejection seat had never left the airplane; I had been ripped out of >it by the extreme forces, seat belt and shoulder harness still fastened. > >I also noted that one of the two lines that supplied oxygen to my >pressure suit had come loose, and the other was barely hanging on. If >that second line had become detached at high altitude, the deflated >pressure suit wouldn't have provided any protection. I knew an oxygen >supply was critical for breathing and suit-pressurization, but didn't >appreciate how much physical protection an inflated pressure suit >could provide. That the suit could withstand forces sufficient to >disintegrate an airplane and shred heavy nylon seat belts, yet leave >me with only a few bruises and minor whiplash was impressive. I truly >appreciated having my own little escape capsule. > >After helping me with the chute, Mitchell said he'd check on Jim. He >climbed into his helicopter, flew a short distance away and returned >about 10 minutes later with devastating news: Jim was dead. >Apparently, he had suffered a broken neck during the aircraft's >disintegration and was killed instantly. Mitchell said his ranch >foreman would soon arrive to watch over Jim's body until the >authorities arrived. > >I asked to see Jim and, after verifying there was nothing more that >could be done, agreed to let Mitchell fly me to the Tucumcari >hospital, about 60 miles to the south. > >I have vivid memories of that helicopter flight, as well. I didn't >know much about rotorcraft, but I knew a lot about "red lines," and >Mitchell kept the airspeed at or above red line all the way. The >little helicopter vibrated and shook a lot more than I thought it >should have. I tried to reassure the cowboy-pilot I was feeling OK; >there was no need to rush. But since he'd notified the hospital staff >that we were inbound, he insisted we get there as soon as possible. I >couldn't help but think how ironic it would be to have survived one >disaster only to be done in by the helicopter that had come to my rescue. > >However, we made it to the hospital safely--and quickly. Soon, I was >able to contact Lockheed's flight test office at Edwards. The test >team there had been notified initially about the loss of radio and >radar contact, then told the aircraft had been lost. They also knew >what our flight conditions had been at the time, and assumed no one >could have survived. I briefly explained what had happened, >describing in fairly accurate detail the flight conditions prior to breakup. > >The next day, our flight profile was duplicated on the SR-71 flight >simulator at Beale AFB, Calif. The outcome was identical. Steps were >immediately taken to prevent a recurrence of our accident. Testing at >a CG aft of normal limits was discontinued, and trim-drag issues were >subsequently resolved via aerodynamic means. The inlet control system >was continuously improved and, with subsequent development of the >Digital Automatic Flight and Inlet Control System, inlet unstarts became rare. > >Investigation of our accident revealed that the nose section of the >aircraft had broken off aft of the rear cockpit and crashed about 10 >mi. from the main wreckage. Parts were scattered over an area >approximately 15 miles long and 10 miles wide. Extremely high air >loads and g-forces, both positive and negative, had literally ripped >Jim and me from the airplane. Unbelievably good luck is the only >explanation for my escaping relatively unscathed from that >disintegrating aircraft. > >Two weeks after the accident, I was back in an SR-71, flying the >first sortie on a brand-new bird at Lockheed's Palmdale, Calif., >assembly and test facility. It was my first flight since the >accident, so a flight test engineer in the back seat was probably a >little apprehensive about my state of mind and confidence. As we >roared down the runway and lifted off, I heard an anxious voice over >the intercom. > >"Bill! Bill! Are you there?" > >"Yeah, George. What's the matter?" > >"Thank God! I thought you might have left." The rear cockpit of the >SR-71 has no forward visibility--only a small window on each >side--and George couldn't see me. A big red light on the >master-warning panel in the rear cockpit had illuminated just as we >rotated, stating, "Pilot Ejected." Fortunately, the cause was a >misadjusted micro switch, not my departure. > >Bill Weaver flight-tested all models of the Mach-2 F-104 Starfighter >and the entire family of Mach 3+ Blackbirds--the A-12, YF-12 and >SR-71. He subsequently was assigned to Lockheed's L-1011 project as >an engineering test pilot, became the company's chief pilot and >retired as Division Manager of Commercial Flying Operations. He still >flies Orbital Sciences Corp.'s L-1011, which has been modified to >carry a Pegasus satellite-launch vehicle (AW&ST Aug. 25, 2003, p. >56). An FAA Designated Engineering Representative Flight Test Pilot, >he's also involved in various aircraft-modification projects, >conducting certification flight tests. > >"For those who fly....or long to." Contrails is an Aviation Week & >Space Technology initiative to capture the untold stories that >collectively make up the rich lore of aviation and space. >------------------------ >from my aviation cadet mate John Schaefer Terry W. Colvin Ladphrao (Bangkok), Thailand Pran Buri (Hua Hin), Thailand http://www.geocities.com/Area51/Stargate/8958/index.html [Terry's Fortean & "Work" itty-bitty site] ------------------------------ Date: Wed, 24 Jun 2009 08:09:39 -0700 (PDT) From: Deacon Greg Weigold Subject: Re: skunk-works FW: How little girls make their dad's proud. was there an attachment or something ________________________________ From: Anne To: Undisclosed Recipients Sent: Wednesday, June 24, 2009 12:15:05 AM Subject: skunk-works FW: How little girls make their dad's proud. (wish I knew how to do that Heh.. LOLOL) Kinda brings a tear to my eye... How little girls make their dad's proud. [demime 1.01b removed an attachment of type video/x-ms-wmv which had a name of What_little_girls_do.wmv] No virus found in this incoming message. Checked by AVG - www.avg.com Version: 8.5.339 / Virus Database: 270.12.90/2198 - Release Date: 06/23/09 17:54:00 ------------------------------ Date: Thu, 25 Jun 2009 10:52:55 -0400 From: "John Szalay" Subject: Re: skunk-works FW: How little girls make their dad's proud. Apparently there was one, but the listserver stripped it away.. Notice the end of the message.. [demime 1.01b removed an attachment of type video/x-ms-wmv which had a name of What_little_girls_do.wmv] :00 - -------------------------------------------------- From: "Deacon Greg Weigold" Sent: Wednesday, June 24, 2009 11:09 AM To: ; "Undisclosed Recipients" Subject: Re: skunk-works FW: How little girls make their dad's proud. > was there an attachment or something ------------------------------ End of skunk-works-digest V16 #4 ******************************** To subscribe to skunk-works-digest, send the command: subscribe skunk-works-digest in the body of a message to "majordomo@netwrx1.com". 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. Administrative requests, problems, and other non-list mail can be sent to georgek@netwrx1.com. A non-digest (direct mail) version of this list is also available; to subscribe to that instead, replace all instances of "skunk-works-digest" in the commands above with "skunk-works". Back issues are available for viewing by a www interface located at: http://www.netwrx1.com/skunk-works/ If you have any questions or problems please contact me at: georgek@netwrx1.com Thanks, George R. Kasica Listowner