The A was soon evolved into a variant that was designed as an interceptor -- a type of fighter aircraft -- rather than a surveillance plane. Effectively, this meant adding air-to-air missiles and a second cockpit, for a crew member to operate the necessary radar equipment. This new plane, which looked identical to the A except for the nose, was called the YF A third variant was produced around this time, called the M, which had a pylon on its back for mounting and launching one of the first unmanned drones.
Two were built, but the program was halted in after a drone collided with its mothership, killing one of the pilots. Project Habbakuk: Britain's secret attempt to build an ice warship. The final derivative of the A, with a twin cockpit and larger fuel capacity, was called the SR -- for "Strategic Reconnaissance" -- and first flew on Dec. This is the version that would go on to perform intelligence missions for the US Air Force for over 30 years, and a total of 32 were built, bringing the final tally for the Blackbird family to The double cockpit of a Lockheed SR Stealth before stealth.
The fuselage of the SR included some of the very first composite materials ever used in an aircraft, which made the plane harder to spot for enemy radar. Flying at a higher altitude than anti-aircraft fire could reach, faster than a missile, and barely visible to radar, the Blackbird could enter hostile airspace practically undisturbed.
As a result, no Blackbird was ever shot down by enemy fire. However, its reliability was an issue, and 12 out of 32 were lost to accidents. It was also a complicated plane to operate and fly. A Blackbird operational mission essentially had a countdown, like a space mission did, because there was so much preparation involved in both getting the crew ready and the vehicle ready, an unbelievable amount of effort and manpower," said Merlin. The pilots also had to suit up in a special way, due to the extreme conditions found at high altitude.
Preparations for an SR flight in many ways resembled the launch process for a space mission. The oxygen purged nitrogen from their bloodstreams and prevented the high-altitude problem of severe cramping. They also underwent an abbreviated physical before being helped into their helmeted flight suits, garments nearly the same as those worn by early astronauts.
A seven-person ground crew strapped them into the SR and gave the plane a detailed preflight examination. A truckload of crew members trailed it down the runway on takeoff, visually confirming that all systems were go. Finally, the crew would be alone. Even though they were at 80, feet and clipping along at three times the speed of sound, there was little sensation of speed, says Elliott.
At that altitude, there were no visual clues as to their progress. Once on the ground again, the plane would cool and contract to its former size. Inside, air-conditioning kept the tight-fitting cockpit at a cool sixty degrees. Though the stars always were out at that altitude, there was little time to gaze at the constellations.
Most of a flight was spent monitoring instruments and staying on course, recalls Elliott. When traveling at thirty-two miles a minute, a wrong turn can result in a detour of several hundred miles—or more—quickly. Planned turns started miles ahead of the actual event. It was hard work. SR crews took off knowing their exact longitude and latitude, their precise location on the face of the Earth. The crews needed to know just where they started to get where they were going. We very seldom had any problems at all.
But you could never relax. If you have a problem up there. Most Blackbird flights ranged in duration from two and a half to six hours. Some, however, might last as long as ten or twelve hours. One day, the destination may have been the Persian Gulf or Cuba, the next China or Lebanon, all places the planes are known to have operated over in an estimated sixty-five million miles of flying and spying.
On the ground afterward, support crews were warned not to touch the Blackbird for half an hour, until it cooled down. The post-flight inspection checklist included steps. His hair and the plane are black.
Skip to content. By Greg Kline. We are a bullet now — except faster. We hit the turn, and I feel some relief as our nose swings away from a country we have seen quite enough of. Screaming past Tripoli, our phenomenal speed continues to rise, and the screaming Sled pummels the enemy one more time, laying down a parting sonic boom. In seconds, we can see nothing but the expansive blue of the Mediterranean.
The TDI now shows us Mach numbers, not only new to our experience but flat out scary. Walt says the DEF panel is now quiet, and I know it is time to reduce our incredible speed. Normally the Mach would be affected immediately, when making such a large throttle movement.
But for just a few moments old just sat out there at the high Mach, she seemed to love and like the proud Sled she was, only began to slow when we were well out of danger. Photo credit: Pinterest , U.
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Log In Sign Up. The Aviation Geek Club. By Dario Leone. Share this article. This print is available in multiple sizes from AircraftProfilePrints. Dario Leone. Dario Leone Dario Leone is an aviation, defense and military writer. His writing has appeared in The National Interest and other news media. You may also like. Oct 25 Apr 14 Apr 15 Leave a comment Cancel reply You must be logged in to post a comment.
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