A few nice china prototype manufacturing images I found:
Steven F. Udvar-Hazy Center: Photomontage of SR-71 on the port side
Image by Chris Devers
Posted by means of e-mail to ☛ HoloChromaCinePhotoRamaScope‽: cdevers.posterous.com/panoramas-of-the-sr-71-blackbird-at…. See the complete gallery on Posterous …
• • • • •
See more photos of this, and the Wikipedia post.
Specifics, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such full impunity than the SR-71, the world’s quickest jet-propelled aircraft. The Blackbird’s efficiency and operational achievements placed it at the pinnacle of aviation technologies developments during the Cold War.
This Blackbird accrued about two,800 hours of flight time throughout 24 years of active service with the U.S. Air Force. On its final flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, four minutes, and 20 seconds, averaging three,418 kilometers (two,124 miles) per hour. At the flight’s conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Lockheed Aircraft Corporation
Designer:
Clarence L. "Kelly" Johnson
Date:
1964
Nation of Origin:
United States of America
Dimensions:
Overall: 18ft five 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (five.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (five.638m x 32.741m x 16.942m)
Components:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft airframe constructed largley of titanium and its alloys vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section Pratt and Whitney J58 (JT11D-20B) turbojet engines feature huge inlet shock cones.
Long Description:
No reconnaissance aircraft in history has operated in more hostile airspace or with such complete impunity than the SR-71 Blackbird. It is the quickest aircraft propelled by air-breathing engines. The Blackbird’s functionality and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War. The airplane was conceived when tensions with communist Eastern Europe reached levels approaching a complete-blown crisis in the mid-1950s. U.S. military commanders desperately needed correct assessments of Soviet worldwide military deployments, especially close to the Iron Curtain. Lockheed Aircraft Corporation’s subsonic U-two (see NASM collection) reconnaissance aircraft was an able platform but the U. S. Air Force recognized that this comparatively slow aircraft was already vulnerable to Soviet interceptors. They also understood that the speedy development of surface-to-air missile systems could place U-2 pilots at grave threat. The danger proved reality when a U-2 was shot down by a surface to air missile more than the Soviet Union in 1960.
Lockheed’s very first proposal for a new high speed, higher altitude, reconnaissance aircraft, to be capable of avoiding interceptors and missiles, centered on a style propelled by liquid hydrogen. This proved to be impracticable simply because of considerable fuel consumption. Lockheed then reconfigured the design for traditional fuels. This was feasible and the Central Intelligence Agency (CIA), already flying the Lockheed U-two, issued a production contract for an aircraft designated the A-12. Lockheed’s clandestine ‘Skunk Works’ division (headed by the gifted design and style engineer Clarence L. "Kelly" Johnson) created the A-12 to cruise at Mach 3.two and fly effectively above 18,288 m (60,000 feet). To meet these difficult specifications, Lockheed engineers overcame many daunting technical challenges. Flying a lot more than three times the speed of sound generates 316° C (600° F) temperatures on external aircraft surfaces, which are sufficient to melt standard aluminum airframes. The design team chose to make the jet’s external skin of titanium alloy to which shielded the internal aluminum airframe. Two standard, but very powerful, afterburning turbine engines propelled this exceptional aircraft. These power plants had to operate across a huge speed envelope in flight, from a takeoff speed of 334 kph (207 mph) to far more than three,540 kph (2,200 mph). To avoid supersonic shock waves from moving inside the engine intake causing flameouts, Johnson’s team had to design and style a complicated air intake and bypass system for the engines.
Skunk Functions engineers also optimized the A-12 cross-section design and style to exhibit a low radar profile. Lockheed hoped to attain this by very carefully shaping the airframe to reflect as small transmitted radar power (radio waves) as possible, and by application of special paint developed to absorb, rather than reflect, those waves. This therapy became one particular of the 1st applications of stealth technologies, but it never ever totally met the design and style objectives.
Test pilot Lou Schalk flew the single-seat A-12 on April 24, 1962, after he became airborne accidentally in the course of higher-speed taxi trials. The airplane showed great promise but it needed considerable technical refinement ahead of the CIA could fly the initial operational sortie on May 31, 1967 – a surveillance flight more than North Vietnam. A-12s, flown by CIA pilots, operated as portion of the Air Force’s 1129th Particular Activities Squadron under the "Oxcart" system. Although Lockheed continued to refine the A-12, the U. S. Air Force ordered an interceptor version of the aircraft designated the YF-12A. The Skunk Functions, however, proposed a "specific mission" version configured to conduct post-nuclear strike reconnaissance. This method evolved into the USAF’s familiar SR-71.
Lockheed built fifteen A-12s, such as a unique two-seat trainer version. Two A-12s have been modified to carry a unique reconnaissance drone, designated D-21. The modified A-12s have been redesignated M-21s. These have been created to take off with the D-21 drone, powered by a Marquart ramjet engine mounted on a pylon in between the rudders. The M-21 then hauled the drone aloft and launched it at speeds high sufficient to ignite the drone’s ramjet motor. Lockheed also built three YF-12As but this kind in no way went into production. Two of the YF-12As crashed during testing. Only a single survives and is on display at the USAF Museum in Dayton, Ohio. The aft section of one of the "written off" YF-12As which was later employed along with an SR-71A static test airframe to manufacture the sole SR-71C trainer. One particular SR-71 was lent to NASA and designated YF-12C. Which includes the SR-71C and two SR-71B pilot trainers, Lockheed constructed thirty-two Blackbirds. The first SR-71 flew on December 22, 1964. Because of intense operational expenses, military strategists decided that the more capable USAF SR-71s ought to replace the CIA’s A-12s. These have been retired in 1968 following only 1 year of operational missions, mainly more than southeast Asia. The Air Force’s 1st Strategic Reconnaissance Squadron (portion of the 9th Strategic Reconnaissance Wing) took over the missions, flying the SR-71 beginning in the spring of 1968.
Soon after the Air Force began to operate the SR-71, it acquired the official name Blackbird– for the specific black paint that covered the airplane. This paint was formulated to absorb radar signals, to radiate some of the tremendous airframe heat generated by air friction, and to camouflage the aircraft against the dark sky at high altitudes.
Experience gained from the A-12 plan convinced the Air Force that flying the SR-71 safely essential two crew members, a pilot and a Reconnaissance Systems Officer (RSO). The RSO operated with the wide array of monitoring and defensive systems installed on the airplane. This gear integrated a sophisticated Electronic Counter Measures (ECM) program that could jam most acquisition and targeting radar. In addition to an array of advanced, high-resolution cameras, the aircraft could also carry gear developed to record the strength, frequency, and wavelength of signals emitted by communications and sensor devices such as radar. The SR-71 was made to fly deep into hostile territory, avoiding interception with its tremendous speed and higher altitude. It could operate safely at a maximum speed of Mach three.three at an altitude a lot more than sixteen miles, or 25,908 m (85,000 ft), above the earth. The crew had to put on stress suits related to those worn by astronauts. These suits were essential to shield the crew in the event of sudden cabin pressure loss whilst at operating altitudes.
To climb and cruise at supersonic speeds, the Blackbird’s Pratt & Whitney J-58 engines were developed to operate continuously in afterburner. Whilst this would seem to dictate high fuel flows, the Blackbird really achieved its ideal "gas mileage," in terms of air nautical miles per pound of fuel burned, during the Mach three+ cruise. A typical Blackbird reconnaissance flight may well call for several aerial refueling operations from an airborne tanker. Every time the SR-71 refueled, the crew had to descend to the tanker’s altitude, usually about 6,000 m to 9,000 m (20,000 to 30,000 ft), and slow the airplane to subsonic speeds. As velocity decreased, so did frictional heat. This cooling impact caused the aircraft’s skin panels to shrink significantly, and those covering the fuel tanks contracted so considerably that fuel leaked, forming a distinctive vapor trail as the tanker topped off the Blackbird. As quickly as the tanks had been filled, the jet’s crew disconnected from the tanker, relit the afterburners, and once more climbed to high altitude.
Air Force pilots flew the SR-71 from Kadena AB, Japan, throughout its operational career but other bases hosted Blackbird operations, also. The 9th SRW sometimes deployed from Beale AFB, California, to other areas to carryout operational missions. Cuban missions had been flown straight from Beale. The SR-71 did not start to operate in Europe until 1974, and then only temporarily. In 1982, when the U.S. Air Force primarily based two aircraft at Royal Air Force Base Mildenhall to fly monitoring mission in Eastern Europe.
When the SR-71 became operational, orbiting reconnaissance satellites had currently replaced manned aircraft to collect intelligence from web sites deep inside Soviet territory. Satellites could not cover each and every geopolitical hotspot so the Blackbird remained a crucial tool for global intelligence gathering. On numerous occasions, pilots and RSOs flying the SR-71 provided data that proved vital in formulating profitable U. S. foreign policy. Blackbird crews supplied crucial intelligence about the 1973 Yom Kippur War, the Israeli invasion of Lebanon and its aftermath, and pre- and post-strike imagery of the 1986 raid performed by American air forces on Libya. In 1987, Kadena-primarily based SR-71 crews flew a number of missions over the Persian Gulf, revealing Iranian Silkworm missile batteries that threatened industrial shipping and American escort vessels.
As the overall performance of space-primarily based surveillance systems grew, along with the effectiveness of ground-based air defense networks, the Air Force began to drop enthusiasm for the high-priced system and the 9th SRW ceased SR-71 operations in January 1990. Despite protests by military leaders, Congress revived the system in 1995. Continued wrangling over operating budgets, even so, soon led to final termination. The National Aeronautics and Space Administration retained two SR-71As and the one particular SR-71B for higher-speed analysis projects and flew these airplanes till 1999.
On March 6, 1990, the service profession of a single Lockheed SR-71A Blackbird ended with a record-setting flight. This particular airplane bore Air Force serial quantity 64-17972. Lt. Col. Ed Yeilding and his RSO, Lieutenant Colonel Joseph Vida, flew this aircraft from Los Angeles to Washington D.C. in 1 hour, 4 minutes, and 20 seconds, averaging a speed of 3,418 kph (two,124 mph). At the conclusion of the flight, ‘972 landed at Dulles International Airport and taxied into the custody of the Smithsonian’s National Air and Space Museum. At that time, Lt. Col. Vida had logged 1,392.7 hours of flight time in Blackbirds, much more than that of any other crewman.
This certain SR-71 was also flown by Tom Alison, a former National Air and Space Museum’s Chief of Collections Management. Flying with Detachment 1 at Kadena Air Force Base, Okinawa, Alison logged a lot more than a dozen ‘972 operational sorties. The aircraft spent twenty-four years in active Air Force service and accrued a total of two,801.1 hours of flight time.
Wingspan: 55’7"
Length: 107’5"
Height: 18’6"
Weight: 170,000 Lbs
Reference and Additional Reading:
Crickmore, Paul F. Lockheed SR-71: The Secret Missions Exposed. Oxford: Osprey Publishing, 1996.
Francillon, Rene J. Lockheed Aircraft Considering that 1913. Annapolis, Md.: Naval Institute Press, 1987.
Johnson, Clarence L. Kelly: More Than My Share of It All. Washington D.C.: Smithsonian Institution Press, 1985.
Miller, Jay. Lockheed Martin’s Skunk Operates. Leicester, U.K.: Midland Counties Publishing Ltd., 1995.
Lockheed SR-71 Blackbird curatorial file, Aeronautics Division, National Air and Space Museum.
DAD, 11-11-01