From: skunk-works-digest-owner@mail.orst.edu To: skunk-works-digest@mail.orst.edu Subject: Skunk Works Digest V5 #708 Reply-To: skunk-works-digest@mail.orst.edu Errors-To: skunk-works-digest-owner@mail.orst.edu Precedence: Skunk Works Digest Friday, 20 September 1996 Volume 05 : Number 708 In this issue: "XB-70 like" Sighting "XB-70 like" Sighting (Re:) RE:XB-70 like" Re: "XB-70 like" Sighting HAARP Re: Skunk Works Digest V5 #707 Re: Aurora? Not! Re: HAARP Re: "XB-70 like" Sighting Other Designations 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: seacom@dukane.com (Tyler Reid) Date: Thu, 19 Sep 1996 12:22:41 -0500 Subject: "XB-70 like" Sighting I have had a request for more information on the aircraft sighting referenced in an earlier posting: This event occured on 8/20/96 at approximately 10 A.M., near Sycamore, Illinois. The aircraft was large- approx. 150-200 ft. in overall length. Appearance consisted of a blended forward fuselage with extended twin foreplanes. This was followed by a delta wing, which began at a point approx. 1/2 - 2/3 the length from the nose. The wing tips ended as "winglets" which were canted upwards at approx. 45 deg. The aircraft did not have a conventional tail. The plane was gray in color. It was observed as being darker than the clouds it was flying below, but was definitely not black. The observer was unable to recall if the appearance of the leading and trailing edges differed from the rest of the aircraft. Twin engine nacelles were observed below the wings and outboard of the fuselage. Observer was unable to determine if these were rectangular or round. No afterburner plumes were observed. Observer did not hear the aircraft. The observer did not recall a "broken visual pattern" at the rear of the upper fuselage, as reported in AW&ST. There was no "piggy-back" payload, and no chase aircraft were observed. The aircraft was at an estimated altitude of 3-5 K ft., at an approx. distance of 3-4 mi., and at a speed of approx. 300 kts. These are all of the details that I have. I have also had a request for information regarding my aviation background and/or aircraft knowledge. I have what I consider to be a fairly extensive background. Currently employed in a business role, I have a BS in Aerospace Engr., and have several friends who are military pilots. The observer is a practicing engineer, with an otherwise similar background. Has anyone else seen this, or have any additional information? ------------------------------ From: dougt@u011.oh.vp.com (Doug Tiffany) Date: Thu, 19 Sep 96 13:41:17 EDT Subject: "XB-70 like" Sighting (Re:) Tyler Reid Writes: > The aircraft was large- approx. 150-200 ft. in overall length. > > Appearance consisted of a blended forward fuselage with extended twin > foreplanes. This was followed by a delta wing, which began > at a point approx. 1/2 - 2/3 the length from the nose. The wing > tips ended as "winglets" which were canted upwards at approx. > 45 deg. The aircraft did not have a conventional tail. > > The plane was gray in color. It was observed as being darker than the > clouds it was flying below, but was definitely not black. It almost sounds like the SR-75 as depicted by the Testors model. Wasn't that supposed to be the Aurora Mothership? - -- Hope for the best, expect the worst, and take what God gives you. Douglas J. Tiffany (dougt@u011.oh.vp.com) | I shaped the electrons this Varco-Pruden Buildings Van Wert, Ohio | way, not my employer. ------------------------------ From: JOHN SZALAY Date: Thu, 19 Sep 96 13:43:07 EDT Subject: RE:XB-70 like" > Subj: "XB-70 like" Sighting > > The aircraft was large- approx. 150-200 ft. in overall length. > > Appearance consisted of a blended forward fuselage with extended twin > foreplanes. This was followed by a delta wing, which began > at a point approx. 1/2 - 2/3 the length from the nose. The wing > tips ended as "winglets" which were canted upwards at approx. > 45 deg. The aircraft did not have a conventional tail. > > Twin engine nacelles were observed below the wings and outboard of the > fuselage. Observer was unable to determine if these were rectangular or > round. No afterburner plumes were observed. Sounds quite a bit like the proposed Northrop Grumman Laminar SST (LST) from what I have seen, it exists only on paper at this time... EXCEPT for the DELTA wings, the LST has a reversed double delta wing shape & the wing tips appear not to hinge, but that may account for the double delta step..... This aircraft also is detailed in the issue of Design News, that carried the X-36 article. John Szalay jpszalay@tacl.dnet.ge.com ------------------------------ From: Kathryn & Andreas Gehrs-Pahl Date: Thu, 19 Sep 1996 19:12:25 -0400 (EDT) Subject: Re: "XB-70 like" Sighting I got the following email on June 29, 1996, from , which I believe sounds like a pretty similar encounter. The only aircraft I could think of at the time, resembling that mystery plane, would have been a Beech Starship or maybe a Rutan VariEze or LongEZ. The engines of those aircraft are definitely on top, and not below the wings, though, and they are both propeller driven. Also, the canards are not on the very front of the planes, especially on the Starship. One of the differences, with respect to the XB-70-like aircraft, are the winglets, pointing up, rather than down, and the apparent black color. Does anyone have other suggestions? - -- Andreas >From: pcstone >Subject: Mysterious plane I saw >I live in the countryside of Maryland. Last week my wife and I were out >on the driveway and overhead flew a black military looking plane. The >design was such that is had a set of smaller wings extruding from the >front of the plane. These wings came from the very tip. That is to say, >there was no part of the nose protruding out in front to the wings. The >main large wings started about half way down the fuselage and swept at >about 45 degrees till it was even with the rear of the fuselage. The rear >wings tipped up sharply at the ends. There was no upright tail section at >the rear. The only vertical members were the flipped up portion of the >swept back wings. From directly below the plane, the rear main wings >formed a delta shape. Like a triangle, the back portion of the wings were >straight from tip to tip. The egines were in a horizontal allignment >clustered at the rear of the plane directly under the fuselage. >This plane looked a bit larger than a standard fighter plane, but not as >large as something like a B-2. >Any ideas? I would love to find a picture and get some info. - --- --- Andreas & Kathryn Gehrs-Pahl E-Mail: schnars@ais.org 313 West Court St. #305 or: gpahl@raptor.csc.flint.umich.edu Flint, MI 48502-1239 Tel: (810) 238-8469 WWW URL: http://www.umcc.umich.edu/~schnars/ - --- --- ------------------------------ From: quellish@shore.intercom.net (Dan Zinngrabe) Date: Thu, 19 Sep 1996 20:29:44 -0500 Subject: HAARP I've seen the discussions here and elsewhere concerning HAARP. I figure I'll add my two cents... A few years back I heard about HAARP for the first time as a little tidbit in the Filter Center of AWST. Something about $100M being allocated to a little research facility in Alaska dealing with iono-whatnots... basically something about expanding it's capabilities, using it as a strategic sensor system for mapping underground bunkers. Very interesting. Makes preparing for a conflict with the DPRK a lot easier. Also makes HAARP potentially very important. Since I read that AWST I know a bit more about HAARP and systems like it. Nothing at all to do with frying people or weather control. That's about it. dz ****************************************************************************** Strategic Consultant, 21's Picks- Macintosh Artist, Misery Loves Co. Independant Author of Korn Fiction and Nonfiction Penal Colony ______________________________________________________________________________ Closed systems are destined to fail by their own nature. ****************************************************************************** _______________________________Windoze95(tm)(R)_______________________________ - ---------------------------The Ultimate Sleep Aid----------------------------- - -----------------------From The Makers of Office(tm)(R)----------------------- Simply insert floppy disks, run the installer, and in seconds your insomnia is cured! *WARNING!* Do NOT install Microsoft(R) products while operating heavy machinery, running Microsoft(R) or other applications or extensions, eating, debugging, "surfing" the internet, or living in the continental United States. ______________________________________________________________________________ **************************************************************************** ** ------------------------------ From: dsm@iti-oh.com (dsm@iti-oh.com) Date: Thu, 19 Sep 1996 20:39:43 -0400 (EDT) Subject: Re: Skunk Works Digest V5 #707 If there is a place to send it to, I would be glad to scan the cover and the inside article. For some reason, I still get two copies of Design News a month. :) - - Dan >> >> From: JOHN SZALAY >> Date: Wed, 18 Sep 96 14:37:20 EDT >> Subject: X-36 article. >> >> A little off the Skunk Works charter since it involves a product of >> McDonnell Douglas's "Phantom Works". BUT>> >> >> Design News Magazine has a article with photo's of the X-36, 28% scale >> demonstrator aircraft. >> The cover photo is of what appears to be the design mockup on a >> lakebed, then on the feature section pages there are more photos >> including what appears to be a finished and painted mockup. >> all told there are 4 pages and 3 photo's. >> >> Interesting design features... article sez that flight testing begins >> this fall, so I assume that the project is well along. >> >> Issue is DESIGN NEWS Sept 9/96 pub date. >> >> .......................................................................... >> >> John Szalay >> jpszalay@tacl.dnet.ge.com >> >> ------------------------------ >> >> From: seacom@dukane.com (Tyler Reid) >> Date: Wed, 18 Sep 1996 13:51:51 -0500 >> Subject: "XB-70 like" Sighting >> >> It appears as though the dates indicated in my earlier message were >> incorrect. The aircraft was actually sighted on 8/20/96. >> >> Sorry about any confusion. >> >> >> >> ------------------------------ >> >> From: David Lednicer >> Date: Thu, 19 Sep 1996 09:49:48 -0700 (PDT) >> Subject: Aurora? Not! >> >> While reading Rich Graham's new book on the SR-71, something >> occured to me. There have been a lot of sightings of "doughnut on a >> rope" contrails and people have speculated that these were produced by >> the mythical Aurora aircraft. Graham says that the SR-71 rarely produced >> contrails and if they did, they just climbed higher to get rid of them. >> As the Aurora is alleged to fly as high or higher than the SR-71, I think >> we can conclude that it too wouldn't produce a contrail. Hence, these >> strange contrails are from something else. >> >> - ------------------------------------------------------------------- >> David Lednicer | "Applied Computational Fluid Dynamics" >> Analytical Methods, Inc. | email: dave@amiwest.com >> 2133 152nd Ave NE | tel: (206) 643-9090 >> Redmond, WA 98052 USA | fax: (206) 746-1299 >> >> >> >> ------------------------------ >> >> End of Skunk Works Digest V5 #707 >> ********************************* >> >> 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. >> >> Administrative requests, problems, and other non-list mail can be sent >> to either "skunk-works-digest-owner@mail.orst.edu" or, if you >> don't like to type a lot, "prm@mail.orst.edu >> >> 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 anonymous FTP from mail.orst.edu, in >> /pub/skunk-works/digest/vNN.nMMM (where "NN" is the volume number, and "MMM" >> is the issue number). >> - --- _____/ ______/ _____/ Dan McKenney (dsm@iti-oh.com) _/ _/ _/ International TechneGroup Inc. _/ _/ _/ 5303 DuPont Circle, Milford, Ohio 45150 _____/ _/ _____/ voice:(513)576-3981 fax: (513)576-3994 http://www.iti-oh.com ------------------------------ From: larry@ichips.intel.com Date: Thu, 19 Sep 1996 18:12:23 -0700 Subject: Re: Aurora? Not! David Lednicer writes: > While reading Rich Graham's new book on the SR-71, something >occured to me. There have been a lot of sightings of "doughnut on a >rope" contrails and people have speculated that these were produced by >the mythical Aurora aircraft. Graham says that the SR-71 rarely produced >contrails and if they did, they just climbed higher to get rid of them. >As the Aurora is alleged to fly as high or higher than the SR-71, I think >we can conclude that it too wouldn't produce a contrail. OK, this also has to do with the philosophy of what to do with sighting reports. In my opinion, with sightings, it's best to leave unknowns as unknowns until you can pin it down. It's also important not to read too much into unknowns. Since I'be been involved in this from the beginning, allow me to say, that your point is one of the first we considered. Also, one of our members asked the question of smoke trails versus contrails. In other words, we might be actually looking at a smoke trail and not a contrail. Another point, your statement has prompted me to look at the sighting database I've been keeping since the start of this thing in 1989. Many of these 'pulser' sightings mention "high altitude" and speed. Now granted, one could reasonably ask if a small drone with a Pulsed Detonation Engine (PDE) say, travelling at a low altitude, with a smoke (not contrail) trail, might not look like a high altitude aircraft going Mach 5. Maybe it could! But, we've had enough of these things where the witness said - and I'm quoting from just 5 different sightings: ("high altitude"; "Very high altitude - estimated at 50-60K feet"; "at a fairly high altitude"; sitrep from 6 AE engineers testing out at Harper Lake says: "ABOVE 40,000 ft"; another sitrep: "50% higher than commercial jet traffic") > Hence, these >strange contrails are from something else. OK, then what? What leaves that kind of contrail? What application causes you to disembark from a standard combustion cycle? Since some of these sightings have also reported great speed, the natural conclusion is that high speed aircraft do have unusual propulsion systems, ... maybe that's it, ... maybe not. We don't know for sure, and until I can say more, I leave the sighting report as unknown, and I don't lose any sleep over it. Larry ------------------------------ From: Dennis Lapcewich Date: Fri, 20 Sep 1996 11:11:04 +0930 Subject: Re: HAARP At 08:29 PM 9/19/96 -0500, you wrote: >I've seen the discussions here and elsewhere concerning HAARP. I figure >I'll add my two cents... >A few years back I heard about HAARP for the first time as a little tidbit >in the Filter Center of AWST. Something about $100M being allocated to a >little research facility in Alaska dealing with iono-whatnots... basically >something about expanding it's capabilities, using it as a strategic sensor >system for mapping underground bunkers. Very interesting. Makes preparing >for a conflict with the DPRK a lot easier. Also makes HAARP potentially >very important. Since I read that AWST I know a bit more about HAARP and >systems like it. Nothing at all to do with frying people or weather >control. >That's about it. >dz > Unfortunately, the reality of the mainstream press and alternative press will beg to differ. Once the snowball of mis-information starts rolling, it's practically impossible to stop it, melt it or just make it go away. The issue then builds into a whiteout of what's real and what isn't. The problem is, when was the line crossed? It's not just the mainstream press and alternative press that accidentally (or deliberately?) add their own snowflakes to the snowball. And it's done with taxpayer's money. Once the taxpayer elephant starts moving in one direction, it makes no difference whether it was peanuts or snowballs that got it moving. No implication of AWST should be inferred, one way or the other. I guess living in the land of OZ for so long, subjected to a media which doesn't rely on truth and fairness as a way to sell newspapers, magazines, or entice tv viewers, blurs the issue. And that say it doesn't snow in South Australia! This is my five cents worth (they took away our one and two cent coins already!) DL ------------------------------ From: chosa@chosa.win.net (Byron Weber) Date: Thu, 19 Sep 1996 19:13:24 Subject: Re: "XB-70 like" Sighting This sounds exactly like a mythical aircraft known only as "Black Magic." Supposedly, an illustration of it in an ad for GEC Avionics Ltd, Airport Works, Rochester, Kent, England, was not representative of any planned aircraft in the 1990's. Other than the color, the description is exact, including the winglets at 45 degrees. The illustration depicts the aircraft in flight over high desert, mountainous terrain and above a narrow, meandering river. (quite similar to what Ive seen in Nevada) The illustration was published with permission from GEC Avionics in Weapons of the 21st Century by Bill Yenne, Cresent Books, 1992 (distributed by Outlet Book Company, Inc, a Random House Company, 40 Engelhard Avenue Avenel, NJ 07001) If the observer can get a copy of the illustration, Id be very curious to know if it is the same aircraft. Byron >I have had a request for more information on the aircraft sighting >referenced in an earlier posting: > >This event occured on 8/20/96 at approximately 10 A.M., >near Sycamore, Illinois. > >The aircraft was large- approx. 150-200 ft. in overall length. > >Appearance consisted of a blended forward fuselage with extended twin >foreplanes. This was followed by a delta wing, which began >at a point approx. 1/2 - 2/3 the length from the nose. The wing >tips ended as "winglets" which were canted upwards at approx. >45 deg. The aircraft did not have a conventional tail. > >The plane was gray in color. It was observed as being darker than the >clouds it was flying below, but was definitely not black. > >The observer was unable to recall if the appearance of the leading and >trailing edges differed from the rest of the aircraft. > >Twin engine nacelles were observed below the wings and outboard of the >fuselage. Observer was unable to determine if these were rectangular or >round. No afterburner plumes were observed. Observer did not hear the >aircraft. > >The observer did not recall a "broken visual pattern" at the rear of the >upper fuselage, as reported in AW&ST. There was no "piggy-back" payload, >and no chase aircraft were observed. > >The aircraft was at an estimated altitude of 3-5 K ft., at an approx. >distance of 3-4 mi., and at a speed of approx. 300 kts. > >These are all of the details that I have. > >I have also had a request for information regarding my aviation background >and/or aircraft knowledge. I have what I consider to be a fairly extensive >background. Currently employed in a business role, I have a BS in Aerospace >Engr., and have several friends who are military pilots. > >The observer is a practicing engineer, with an otherwise similar background. > >Has anyone else seen this, or have any additional information? > > ------------------------------ From: Kathryn & Andreas Gehrs-Pahl Date: Fri, 20 Sep 1996 02:22:00 -0400 (EDT) Subject: Other Designations Here is the fourth and for now last installment about current US military designations, covering systems of all sorts. I don't claim to have complete or totally error-free lists, though. The following is collected from several sources, none of them were official, and is ordered just by common sense. Nevertheless, I believe it is basically accurate, and I would be happy for any additional information and corrections. The following designation systems are covered: A) Electronic Equipment (Joint Designations) B) External Stores / Weapons (Joint Designations) C) Aero-Engines (Joint Designations) D) Other Designations (Nuclear Warheads/Bombs/Mines/Torpedos/etc.) A) Electronic Equipment (current joint designation system): ========================================================== Notation: (J)ITP-xxx(M)(C)(D) (Popular Name) where () means optional; J = Joint Service Prefix: Only used if needed. ========================= Based on post-WWII joint Army/Navy designation system: AF/ - Equipment is used only by USAF (and US Army ?) AN/ - Equipment is used by USAF/US Army and US Navy (most common) I = Installation or Platform symbol: ==================================== A - Airborne (Piloted Aircraft) B - Underwater (Submarine) C - Air-Transportable D - Drone (Pilotless Carrier) F - Fixed (on Ground) G - General purpose (on Ground) K - Amphibious (on Ground) M - Mobile (on Ground) P - Portable S - Ship (Surface Vessel) T - Transportable (on Ground) U - General Utility assembly, Multiple V - Vehicle (on Ground) W - Water (Surface Vessel & Submarine) Z - Aircraft & Drone (Piloted & Pilotless) T = Type, Characteristics symbol: =========================================== A - Invisible Light, IR (InfraRed), Radiation sensor B - Pigeon (?) C - Carrier (wire) D - Radiac (?) E - Nupac (?) F - Photographic (Foto) G - Teletype, Telegraph I - Intercom, Interphone, PA (Public Address) J - Electromechanical or Inertial Wire Covered (?) K - Telemetry L - Countermeasures M - Meteorological N - Sound (in air) P - Radar Q - Sonar (sound in water) R - Radio S - Special types T - Telephone (wire) V - Visual (visible) Light W - Weapon related, Armament X - TV (TeleVision), FAX (Facsimile) Y - Data Processing P = Purpose symbol: =================== A - Auxiliary assembly B - Bombing C - Communications D - Direction finder, Reconnaissance, Surveillance E - Ejecting, releasing (for chaff, etc.) G - Fire Control or Light directing (Gun) H - Recording (and Playing) K - Computing M - Maintenance, Test assembly N - Navigation P - Photo/Sound Reproducing (Player) Q - Special or Multipurpose R - Receiving, Passive Detection S - Searching, Active Detection T - Transmitting W - Weapon Control, Remote Control, Autopilot X - Identification, Recognition (IFF) Y - Multifunction, Surveillance and Control xxx = Design Number: ==================== A sequential number for each 3-letter designation series. Each sequence runs consecutively, beginning with 1. Has a dash "-" to its immediate left. The following symbols are not part of the designation, and might be applied and/or changed by the using military department. M = Model or Version symbol: ============================ Identifies different models of a design. The first version usually has no symbol at all, with the first major modification getting an "A" and so on, skipping "I" and "O" to avoid confusion with "1" and "0". C = Configuration symbol: ========================= Only used to denote configuration changes affecting performance or tactics but not nonexpendable components or logistics support. Usually in the form of an added "(V)". Further changes get a sub-number starting with "1", resulting in designations such as: "AN/ALR-66B(V)3" -- the 4th sub-version "(V)3", of the 3rd model "B" of the 66th "Aircraft-based Countermeasure Receiver" = RWR (Radar Warning Receiver), with a joint USAF/USN designation "AN/". D = Disposition symbol: ======================= Only used for external stores, such as ECM-pods. At least two disposition symbols are used, depicting if the store needs to be released to fulfill its purpose (like bombs), or not (like ECM-pods): /A - Attached (external store/system remains attached to aircraft/system) /B - Released (external store/system is released from aircraft/system) Popular Name: ============= Assigned by the using department. Seldom used, instead, acronyms and project names are relatively often used. Serial Number: ============== Identifies a specific item. Each military department determines its own method of assigning serial numbers. Of course, there are many semi-official designations, mainly company model names, which 'sound' like official designations. Especially export or NATO systems receive designations with high, out-of-sequence numbers. Also, a "T" after the dash and in front of the Design Number is often used for trainer or simulator versions, like AN/ASQ-T44A. B) External Stores / Weapons (current joint designation system): ================================================================ Notation: (J)TTU-xxx(M)(C)(D) (Popular Name) where () means optional; J = Joint Service Prefix: Only used if needed. ========================= Based on post-WWII Joint Army/Navy designation system: AF/ - Equipment is used only by USAF (and US Army ?) AN/ - Equipment is used by USAF/US Army and US Navy (most common) TTU = External Stores and Systems Type symbols: 3rd letter always "U": =============================================== ATU - A... Tail Unit (?) BBU - Bomb Unit, explosive items BDU - Bomb Dummy Unit, practice bomb BLU - Bomb Live Unit, bomb, bomblet, mine, submunition BRU - Bomb Rack Unit, bomb rack, shackle BSU - Bomb Stabilizer Unit, stabilizing bomb fins, retarding devices CBU - Cluster Bomb Unit, end item, container with bomblets, submunitions CCU - Actuator Cartridge CDU - Clustered Munitions, not end item CNU - Miscellaneous Container DSU - Target Detecting Device FMU - Fuze Munition Unit FSU - Fuze Safety Unit, safety, arming device FZU - Fuze Unit, fuze related item GAU - Gun Aircraft Unit, aircraft gun, internal GBU - Guided Bomb Unit, end item GFU - Gun Related Item GPU - Gun Pod Unit, aircraft gun, external GUU - Gun Unit, miscellaneous guns JAU - (initiator, explosion ?) KAU - Kit Armament Unit, munitions clustering hardware KMU - Kit Munitions Unit, miscellaneous guidance kits LAU - Launcher Airborne Unit, aircraft rocket launcher LKU - Link Unit, ammunition link LMU - Launcher Mobile Unit, ground launcher LUU - Illumination Unit, flare MAU - Munitions Armament Unit, miscellaneous armament items MDU - Munitions Dummy Unit, miscellaneous simulated, training munitions MHU - Munitions Handling Unit, miscellaneous handling equipment MJU - Munitions Countermeasure Unit (flares, etc.) MLU - Munitions Live Unit, miscellaneous munitions MTU - Mount Unit MXU - Munitions Guidance Unit, GBU nose/fin kit PAU - Munitions Dispensing Device, External PDU - Leaflet Dispenser PGU - Ammunition PWU - Internal Dispenser RDU - Rocket Dummy Unit RLU - Rocket Live Unit SAU - Sight Armament Unit, gun/bomb/rocket sight SJU - Ejection Seats SUU - Store Suspension & Release Items, launcher and suspenser TMU - Tank Miscellaneous Unit TTU - Test Unit WDU - Warhead Unit, live warhead for missiles and rockets WTU - Warhead Training Unit, dummy warhead, for missiles and rockets xxx = Design Number: ==================== A sequential number for each 3-letter designation series. Each sequence runs consecutively, beginning with 1. Has a dash "-" to its immediate left. The following symbols are not part of the designation, and might be applied and/or changed by the using military department. M = Model or Version symbol: ============================ Identifies different models of a design. The first version usually has no symbol at all, with the first major modification getting an "A" and so on, skipping "I" and "O" to avoid confusion with "1" and "0". C = Configuration symbol: ========================= Only used to denote configuration changes affecting performance or tactics but not nonexpendable components or logistics support. Haven't seen any yet. D = Disposition symbol: ======================= At least two disposition symbols are used, depicting if the store needs to be released to fulfill its purpose (like bombs), or not (like ECM-pods): /A - Attached (external store/system remains attached to aircraft/system) /B - Released (external store/system is released from aircraft/system) Popular Name: ============= Assigned by the using department. Seldom used, instead, acronyms and project names are relatively often used. Serial Number: ============== Identifies a specific item. Each military department determines its own method of assigning serial numbers. C) Aero-Engines (current joint designation system): =================================================== 1) Notation for piston engines: (S)E-xxxx(-V) (Popular Name) where () means optional; S = Status Prefix or Special Equipment symbol: Only used if needed. ============================================== X - Experimental, Status (often used for prototypes) Y - Prototype, Status (often used for development and pre-series engines) Z - Planned, Status One or more of the following modifier may be used (most commonly with "O", but also with "R" type engines), to define sub-types, placed in front of the Engine Layout or Type symbol. This list is from commercial engines, and not all letters may be appropriate for any given military designation, though: A - Aerobatic E - Engine G - Geared H - Helicopter I - Fuel-Injected L - Left-hand rotation crankshaft S - Supercharged T - Turbocharged V - Vertical crankshaft E = Engine Piston Layout or Type symbol: ======================================== H - Two-row Inline Piston engine L - Inline Piston engine O - Opposed Piston engine R - Radial Piston engine V - V-layout Piston engine W - W-layout (double-V) Piston engine xxxx = Displacement: ==================== The displacement of all cylinders of the engine, measured in cubic inch and rounded to 5 cubic inches, is used as some sort of 'designation number'. It is possible to have two totally different engines with the same piston layout and the same displacement, though. In this case it is important to know the manufacturer to distinguish those designs. Has a dash "-" immediately to its left. V = Version or Model (and Sub-Version/Model): ============================================= Numbers, letters and combinations of both, usually separated with a "-" dash, from the displacement, and sometimes containing additional dashes, were used to depict model or sub-versions of engines. No common rule is apparent, and the way sub-types are depicted varies from manufacturer to manufacturer. 2) Notation for jet and rocket engines: (S)Exxx-M(-V) (Popular Name) where () means optional; S = Status Prefix symbol: Only used if needed. ========================= X - Experimental (often used for prototypes) Y - Prototype (often used for development and pre-series engines) Z - Planned E = Engine Type symbol: ======================= TF - TurboFan engine, obsolete (replaced with F) F - TurboFan engine J - TurboJet engine, (also LJ for LiftJet, but apparently same series) PJ - PulseJet engine RJ - RamJet engine LR - Liquid-fueled Rocket engine SR - Solid-fueled Rocket engine T - Turboprop or Turboshaft engine xxx = Design Number: ==================== A sequential number for each designation series. Originally, each sequence ran consecutively, all beginning with 30 (or 31), where even numbers were originally reserved for USN designs, while odd numbers were applied to USAF designs. In the late 1960s, when the "J"et series had reached about 100 a change was made to designate most 'Jet engines' and 'TurboFan engines' as 'Fan engines', principally because most 'jets' were actually low-bypass turbofans. The "J"et series was kept for the few pure turbojets, though. At the same time, new start numbers for the new "F", "J", and "T" series were introduced (and probably for the other four series ("PJ", "RJ", "LR", "SR") too). All USAF engines are now numbered consecutively in the "100" series, all USN engines in the "400" series and all US Army engines in the "700" and later also "800" series. None of the old engines was apparently redesignated, though. To distinguish jet and rocket engine designations from other designations, such as designations for aircraft, there is no dash "-" between the Engine Type symbol and the Design Number. M = Manufacturer: ================= A one, two or three-letter code, depicting the engine manufacturer. Separated with a dash "-" from the design number. Codes used at one time or the other include the following: A - Allison AC - Allis-Chalmers AJ - Aerojet B - Buick BO - Boeing CA - Teledyne / CAE CAN - Orenda, Canada CF - CFM International CPW - Pratt & Whitney Canada CW - Curtiss-Wright F - Ford FF - Frederic Flader G - Garrett-AiResearch GA - Garrett-AiResearch GE - General Electric IHI - Ishikawajima-Harima, Japan K - Kellogg L - Lycoming LA - Lockheed LD - Avco Lycoming MA - Marquardt MAN - MAN (Maschinenfabrik Augsburg-Nuernberg), Germany MN - Menasco MTU - MTU (Motoren und Turbinen Union), Germany NA - Rocketdyne / Rockwell / North American Aviation NH - Northrop-Hendy OEL - Orenda, Canada P - Pratt & Whitney / United Aircraft of Canada PM - ? (used with J47-PM) PW - Pratt & Whitney / United Technologies R - Fairchild RM - Reaction Motors RR - Rolls Royce ST - ? (used with J47-ST) T - Continental / Teledyne TC - Thiokol TT - Taylor Turbine V - Packard W - Wright WE - Westinghouse WR - Williams Research / Williams International V = Version or Model (and Sub-Version/Model): ============================================= Originally, a 2-digit number, based on the same principles as the Design Number, was usually (but not always) used to depict engine models. Numbers usually begun with 30 (or 31), with even numbers used for USN designs, while odd numbers were applied to USAF designs. But other numbers and also letters, especially for sub-versions, were also used. The designation J57-P-31A depicted the 1st sub-version (A) of the first USAF- used model (-31) of the 14th turbojet engine designed for the USAF (J57), which was built by Pratt & Whitney (-P). On the other hand, the USAF-used version of the 15th turbojet engine designed for the USN, and built by Pratt & Whitney, the J58-P (used by the SR-71 and A-12), apparently never received a real military designation, and was always known by its manufacturer designation as JT11D-20A. Currently a 3-digit number, also based on the same principles as the current Design Number, is usually (but not always) used to depict engine models or sub-versions. USAF engine versions are numbered consecutively in the "100" or "200" series, USN engines in the "400" series and US Army engines in the "700" or "800" series. But other numbers and also letters, especially for sub-versions are also not uncommon. The designation F110-PW-100 depicts the 1st model for the USAF (-100) of the 11th turbofan engine designed for the USAF (in the new series) (F110), which is built by Pratt & Whitney (-PW), while the designation F404-GE-100D depicts a sub-version of the first model for the USAF (-100D) of the 5th turbofan engine designed for the USN (F404), which is built by General Electric. There are also other model or sub-version designations, like F404-GE-F1D2 (used by the F-117A), which do not follow this system. D) Other Designations (Nuclear Warheads/Bombs/Mines/Torpedos/etc.) ================================================================== * Nuclear Warheads and Nuclear Bombs: After the original three designs (the TRINITY test item, the LITTLE BOY and the FAT MAN bombs), consecutively numbered from 1 to 87+, with the odd one out being the US Army's T4 ADM (Atomic Demolition Munition). No. 1 to 4 as Mk.I, Mk.II, Mk.III, Mk.IV (Mk == Mark), No. 5 to 18 as Mk.5, Mk.6, ... to Mk.18 (or Mk-5 to Mk-18), No. 19 to 87 as W19 to W87 or (if built as a bomb, rather than as a warhead for missiles, projectiles, or mines etc.) also (or only) as B19 to B87, were W stands for Warhead, and B stands for Bomb: W19, B20, B21, B22, W23, W25, B26, B27/W27, B28/W28, B29/W29, W30, W31, W32, W33, W34, W35, B36, W37, W38, B39/W39, W40, B41, W42, B43, W44, W45, W46, W47, W48, W49, W50, W51, W52, B53/W53, W54, W55, W56, B57, W58, W59, W60, B61, W62, (63), W64, (65), W66, W67, W68, W69, W70, W71, W72, W73, W74, W75, W76, B77, W78, W79, W80, W81, W82, B83, W84, W85, W86, W87. No dashes were used in B and W designations, to prevent confusion with aircraft designations. Sub-versions are depicted by letters (especially B28 family), and/or by Mod (modification) numbers, where the first modification usually is Mod 0, the second becomes Mod 1, etc. * Conventional Bombs, Mines, Fuzes, Sights, Torpedos, Missile Launchers and other equipment, especially with the USN, received Mark (Mk) numbers, apparently numbered separately in each series. The best known examples are of course: - LDGP (Low Drag General Purpose) bombs: Mk.82 = 500 lb. LDGP Mk.83 = 1,000 lb. LDGP Mk.84 = 2,000 lb. LDGP - and Torpedos: Mk.46 = Lightweight (324 mm) Torpedo Mk.48 = Heavy (533 mm) Torpedo Mk.50 = Lightweight (324 mm) Torpedo (Barracuda) Sub-versions are usually depicted by Mod (modification) numbers, where the first modification usually is Mod 0, the second becomes Mod 1, etc. * At the same time, there is the US Army 'M' designation, apparently also numbered sequential in each category, like: - Tanks and Tracked Vehicles: M48 = George S. Patton Medium Tank M60 = Main Battle Tank (MBT) M113 = Armored Personnel Carrier (APC) M1 = Abrams MBT M2 = Bradley Infantry Fighting Vehicle (IFV) M3 = Bradley Cavalry Fighting Vehicle (CFV) - Howitzers: M101 = 105mm Towed Howitzer M102 = 105mm Towed Howitzer M109 = 155mm Self-propelled Howitzer (Paladin) M110 = 203mm (8 in) Self-propelled Howitzer M114 = 155mm Towed Howitzer M119 = 155mm Towed Howitzer M198 = 155mm Towed Howitzer - and Rockets, Missiles, Armored Vehicles, Ammunition, Mines, Guns, as well as any imaginable inventory from Masks to Air Conditioners. All those designations can also have sub-versions, like the M1, M1A, M1A1, M1A2, etc. and can be prefixed with an X, probably to denote prototype status, like the XM8 Armored Gun System (AGS). * Project Numbers: - MX/MP-numbers: apparently developed out of McCook Field 'P' or 'XP' (Experimental Plane) numbers, which were applied to prototypes (and other aircraft), tested at McCook Field (now Wright-Patterson AFB) from 1917 to 1930, and which then (1931 to 1936) evolved into experimental aircraft designations from the 'XP-900' to the 'XP-948', including the 'XB-907', 'XO-924', 'XPT-933', 'XBT-937' and 'XA-942'. (The MX/MP project numbers may have been the USAAF version of the above mentioned M-designations). Project numbers, like MX-809 (Republic XF-91) or MP-55 (Northrop YRB-49) then seem to have evolved in the late 1940s or early 1950s into the: - WS/SS (Weapon System/Support System) numbers of the USAF, like WS-119L (the Project Genetrix reconnaissance balloons) and SS-481B (Boeing E-4A AABNCP), which might be still in use today. Lots of speculation here, I have to admit. It is not uncommon, that systems are designated in the appropriate joint designation system, as well as in the service's own designation system, and sometimes non-standard or unique designations or names are used only. I'd appreciate any further information and corrections! - -- Andreas - --- --- Andreas & Kathryn Gehrs-Pahl E-Mail: schnars@ais.org 313 West Court St. #305 or: gpahl@raptor.csc.flint.umich.edu Flint, MI 48502-1239 Tel: (810) 238-8469 WWW URL: http://www.umcc.umich.edu/~schnars/ - --- --- ------------------------------ End of Skunk Works Digest V5 #708 ********************************* 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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