The USAF's SR-71A two-seat strategic-reconnaissance aircraft originates from the remarkable Lockheed A-11, detail design of which began in 1959. Almost certainly intended to follow into service the Lockheed U-2, the A-11 derived from the design team led by C. L. 'Kelly' Johnson. Four A-11 were ordered, the first being flown on 26 April 1962.
Three were later modified into YF-12A interceptors, entering service for evaluation in 1964. They were capable of speeds in excess of Mach 3 and of sustained supersonic flight at heights of up to 24,385m. Consequently construction was largely of titanium to maintain structural integrity, for as a result of kinetic heating, localised skin temperatures of up to about 427°C could be reached. To retard as much as possible the effects of such heating, these aircraft were finished in a high-heat-emissive black paint, leading to the name Blackbird.
The fourth A-11 (ordered on the original contract) was subsequently redesignated YF-12C. From it was developed the SR-71A reconnaissance aircraft, the first of which flew on 22 December 1964. The readily recognisable configuration of this aircraft results from extensive wind-tunnel testing to evolve a minimum-drag fuselage providing maximum speed while keeping kinetic heating to the minimum; and to maintain the best possible handling characteristics at supersonic, take-off (about 370km/h) and landing (about 278km/h) speeds.
Power plant comprises two 144.6kN Pratt & Whitney turbojets. The 36,287kg of special fuel for these engines - which is contained within upper-fuselage and inner-wing tanks - acts as a heat sink for the entire aircraft, fuel temperature being raised to 320°C before being injected into the engines. Highly complex air intakes with computer-controlled fail-safe systems are essential to ensure that smooth airflow to the engines is maintained over the enormous forward speed range of 0-3,200km/h, at the upper limit of which the engines are virtually operating as turbo-ramjets. SR-71A began to enter USAF service in January 1966 and it is believed that as many as 31 may have been built. They have the capability to survey an area of 155,400km2 within an hour and in 1976 established a closed-circuit speed record of 3,367.221km/h; a world absolute speed record of 3,529.56km/h; and a sustained-altitude record of 25,929.031m.
I was selected by SAC to go to Edwards AFB in 1964 to be in the Test Force for the YF-12A and the SR-71. We only had 3 YF-12A's and no SR-71's for awhile. They came later. We successfully completed all phases of testing and the SR-71 was accepted into the U.S.A.F inventory. Unfortunately the YF-12A was not so lucky and was not accepted. Never been in a better group than the Test Force at Edwards. Much blood sweat and tears went into this test project by the personnel of SAC,ADC,and AFSC Commands. We were all working of a air breathing dragon that flew in environment no other aircraft have. Subjecting materials,fluids and sealants to temperatures never before applied. Never seen a more beautiful master of the skies as the SR-71. I was honored to be a small part of it.
Kelley Johnson is The Man of The Twentieth Century. Great machine and I'm not allowed to qualify the photograhy here. If a picture is worth a thousand words this machine wrote a series like none other. Cheers!
I was a computer programmer working for Hughes Aircraft on the YF-12. The pilots would get in the plane and turn on the electronics. Then they waited 30 minutes for the inertial platform to align itself to true North. Then they could start engines. My program let them turn on the electronics and then start engines. During the take-off roll, before the plane rotated, the pilots had to keep the plane on a line down the center of the runway. My program computed the heading the inertial platfom thought the plane was on and compared it to the real runway heading. The program then rotated the platform to correct the heading error. The program was run a few times and appearesd to work, but wasn't flown enough to say for sure. The YF-12 project was always losing funding and to store the plane until funding was restored, they would put jacks under the wings. The tires, I think they were 80 ply steel-belted radials, would develop flat spots if the plane sat for any length of time. The only computer I could use to check out my software was at Edwards AFB. Hughes people would fly up from the private landing strip at the Hughes facility in Culver City to Edwards in the morning and return home in the afternoon. About an hour flight. One day as were climbing out to go home, we passed the YF-12 in the air and it looked sinister.
The data shown in the specifications area is largely incorrect. The empty operating weight was approximately 60,000lbs. Loaded with 80,000 of JP-7, the maximum weight was 140,000lbs. The max speed and the speed for maximum range were identical...Mach 3.2 which translates on a standard day at -55 deg C. to be approximately 2200mph.
The ceiling was 85,000 feet only due to the minimum control speed during an inlet unstart was 310 knots equivalant airspeed (that occured @ M3.2 7 85,000')
The Blackbird is the only aircraft I have flown and know of where its maximum range can only be obtained by cruising it at its maximum speed. From on tanker to another, that range was 3000 nm if the aircraft made no supersonic turns. If it did at Mach 3.2, the increased induced drag caused by banking @ 35 degrees cut 1nm of range for every degree of heading change.
The SR-71 has always been my favorite airplane. I remember as a child in the 1960's of building a model that could be the YF-12A or the SR-71. It was quickly removed from the hobby stores I guess for 'National Security.' The models didn't reapper until the middle to lat '70s and early '80s.
Any time the aricraft was to flown at a military airshow in the Souther California are, March AFB, Norton AFB, George AFB or Edwards AFB I was there to watch it (I was stationed at Norton AFB from 1971-1980 and again from 1987-1991).
This is most awesome aircraft ever built and still hold the speed and altitude records. I also remember that just before they decommissioned them thatone flew from New York to LA in record time, which still stands today as well.
I was stationed at Kadena AB, Okinawa, from 1979-1981. I was assigned to the Barrier maintenance shop, and we maintained the BAK-11F for the Blackbird.. Quite an aircraft. I always enjoyed watching the launch and recovery. Magnificent plane!
My most wonderful memory of the Blackbird was while I was with 554th Red Hourse @ Utaapao AB, Thailand in 1972. One of the planes came through there while the U-2 were assigned there. She took off mid afternoon to the west and circled back to make a pass over the field and made a turn stright up into the wild blue yander. What a wonderful day this was for us on that base.
I was stationed at Beale AFB from Dec. 1967--May 1972 with the 9th SRW. Preflighed and maintained the Steller-inerial guidance system. Spent 3 TDY'S on Okinawa, Oct-Dec 68,Oct-Dec 70, Jun-Aug 71. This was by far the most enjoyable tour of my 22 years in the Air Forve
My Air Force career was touched by the Blackbird in many ways. Stationed at the 9th SRW at Beale (1974-77), I was assigned to the planning branch (DOX) where we planned routes for the bird. I went TDY to Kadena and Mildenhall multiple times, met many crews, and became part of the family. I recall inadvertently walking behind the 71 at Kadena while it was at idle in the hangar...hats off to the bird! While at Marienfelde, Berlin the Blackbird touched my life again as we provided another kind of support for the team of the Habu! My final tour at SAC Offutt AFB saw the final flights of the bird. I'll always have the SR-71 on my desk.
I was a Crew Chief on the SR-71 from 1979 to 1988, I traveled with acft 964, I was with it in Okinawa, went back to Beale and then two weeks later 3 Months in England. I worked Flightline, and Phase. I wrote the SR-71 Handbook along side of Mickey Alaxander. A truly remarkable acft, and I feel I can justly say that after working on many different Airframes from the SR-71 to the A-10 and KC-135. I am currently working at a FBO working with General Aviation, but when you see a picture, especially on you are in, you get this feeling of a pride many people will never experence. The Habu is the best, and I am happy I had an oppertunity to work on the best.
Lcdr John Lovett USN ret, e-mail, 30.10.2010 18:21
I was stationed at the US Naval Hospital, Okinawa in the early 80's. My son's cub scout leader was AirForce at Kadena AFB and arranged a "Dad and Son" trip to see the SR-71--the HABU. What a treat to walk around and under this plane. We were NOT allowed to climb the ladder to look into the cockpit. I was amazed at the number of "puddles" beneath the plane. We were told that all leaks ceased when the speed and altitude was reached. He also mentioned that only special alloy tools were used for maintenance. During my last week on the island, I was at the seawall taping some fighters and tankers land at Kadena and was able to tape a HABU do touch and goes.
I was fortunate to work on both the SR-71 and U-2R,C, C /T from 1974 until 1982, worked in the egress shop. It was and is a great system designed and built by Lockheed that has a 100% success rate, at least the time I was in. Traveled all over the world with both aircraft and was always a hoot going to airshows and other static displays. I believe there are still two operational at Edwards AFB flown by NASA and unfortunately the dyes for the aircraft were destroyed last year so no others can be made, it is a sad ending for such a great aircraft.
The Blackbird was born shortly after I was. I watched the progress of this awesome plane intently. I have talked to a few men that have worked on them. All of them say the same thing. "Do not believe anything you read about the Blackbird. It's much better than that." In my estimation, it's the best plane that ever has been built.
It was my pleasure to see this plane and flight testing at Dry Groom Lake (now referred to as Area51) It was the first aircraft with what was known as the single axis platform as part of its guidance system. I will always remember the ground shaking with its after-burners on the the awesome visual effects of its night take-offs., It was a great pioneering achievement--but I believe it instuemnt system was 1958 analog. Greatest aircraft ever flown and it had the looks to match. The three aircraft I remember were designated 0934, 0935 and 0936. Those with 17xxx were subsequent air-force. The first three designations were C.I.A. . Wonderful project.
Just to snuggle into the "backseat" of the SR was an experience I will never forget. After 5 years in the U.S. Air Force and several years in the microwave research world - I went to work as a field engineer during the developement of the ECM and ELINT gear.......a life changing experience.
