SR71 for FS2004(FS9) Operation GuideOptimized for Flight Simulator and this model based on the real world SR71 Pilot Manual.Paul R. Varn
SR71 for FS2004(FS9) Operation Guide based on Freeware release AlphaSim SR71a
The book "Lockheed SR-71" by Jay Miller provided a wealth of information I didn't have access to before. Thanks to Gary Hall for loaning it to me. Also thanks to Gary Hall for finding the unclassified pilot manual online. This provided massive amounts of information. IMPORTANT!!! USE AT YOUR OWN RISK!
THIS AUTHOR WILL NOT ASSUME ANY RESPONSIBILITY FOR ANY FAILURE
WHATSOEVER, IN HARDWARE or SOFTWARE. Added REAL after-burner (shift-F4.) You will read many references to weight and weather in provided documentation. The Panel is a collection of gauges from other planes which fit the general theme of grey-black high performance aircraft. Some gauges are not accurate. In some cases where accuracy was absolutely necessary, I constructed primitive text-based and graphical XML gauges so the pilot could fly the plane to real-world procedures and specifications. It's not pretty, but functional. As my elementary gauge making skill improves, I'll replace more of the gauges and add more realistic ones. I invite gauge artists who enjoy high performance aircraft to participate in creating a freeware panel that does justice to this amazing aircraft. SR71-FS2004 Weather environment: As AS creates weather around the world, it will set the top layer to different altitudes and temperatures. Because of this, you will never have the same flight conditions twice. Sometimes you will get weather near or colder than the operating limits. Sometimes much warmer. As in the real world, pilots flying the Concorde and SR71 had to ride a range of altitudes and speeds to continually optimize the conditions for maximum range and speed. I call it "Threading the Amospheric Needle." In the sim, the most important indicators are the Exhaust Gas Temperature (EGT) Air Speed Indicator (ASI) and Fuel Flow (FFI.) To prevent structural damage or stalls, the aircraft has to be flown between a 200 knot speed band (300 - 500 KIAS.) To prevent engine failure, the combination of Compressor Inlet Temperature (CIT) and EGT must be kept within their limits which are strongly influenced by the Static Air Temperature (SAT) Engine RPM and air speed. The tools you will use to juggle the temperature and structural limits are Altitude and Mach speed.By keeping the mach setting so the ASI is kept as close to 400 KIAS as possible you will fly right in the middle of the structural limit range between failure and stall. By adjusting the altitude of your flight between 72K and 92K feet to keep the EGT at or below 800C, you manage the temperature of the air to prevent engine damage. The last of the three legs of the flight management is Fuel Flow (FFI.) By keeping the fuel rate under 20K lbs/hr per engine, you will get the maximum range the flight model is designed for. As you read further into this guide, you will see many references to speed and altitude limits. I hope this explanation will give you the background to understand why these limits are there and to assure you they are indeed real world. Pilots had to plan and fly their plan to cooperate with these limits. Unlike airliner flight where you set a altitude and speed and keep them for the whole cruise flight, the SR71 "Habu" pilot can rarely enjoy that kind of leisure. Most flights will be relatively calm and uneventful. Some will have you changing speeds and altitude frequently to stay ahead of the changing weather situation. Configuration for AS and the most trouble-free flight is covered in the flight prep portion of this document. The following graphic from NASA illustrates the effect of altitude and pressure:
![]() Since I first started working on this model I recently added several reality gauges which reflect some true real world limitations of the aircraft. As exceptional as it is, it's not a space shuttle. Real world pilots had limitations placed on what they could do. In addition, there were physical limitations to the airframe and engines. These are discussed again later in this document within relevant sections: REFUEL:
The top left center of the main panel features a gauge with two functional switches (although more are shown) CITEGT:
Annunciator:
Drag Chute: TEB: Below the engine throttles are two TEB chemical counters, one for each engine. The counters are maintained separately for each engine. Each time an engine is successfully started or the AB is enabled, the TEB count for the cycled engine will lower by one. You start out with 16 "shots" of TEB. When the count reaches zero, the affected engine cannot again be restarted or its AB enabled. The TEB count is only lowered if the engine start is successful or the throttle position is 70% or more for engaging afterburners. An engine which is fully functioning will remain working if the counter reaches zero until another failure occurs. Spike: ABThrottle: This gauge is an enhancement to the main panel throttle. The SR71 has a combined throttle AB control (like most reheat jets.) To activate the AB, the throttle is moved to a hardware stop, then the handle is pulled out-away from the base on a spring and the throttle lifted over the stop into the minimum AB setting. TRIM:Three gauges show the degrees of Pitch, Yaw, and Roll trim movement of the aircraft components. Use these before flight to make sure the aircraft is configured for controlled flight. Use the keys: Control-numpad 7 and 1 for Pitch, Control-numpad 0 and Enter for Yaw, and Control cursor left and right for Roll. Small digital numbers also assist in displaying small movements. See specifications section for Pitch/COG limitations.
A-SKID Anti-Skid switch limits the breaking strength by pulsing the breaks while the ground speed is above 65 knots during landing rollout. The parking break is also disabled. When below 65 knots, all breaking returns to normal. Steady "toe break" pressure is required to activate the function when the switch is on. Leave the switch off if maximum effort is need to stop in time. As you all well know, faults of any kind are not a normal part of FS simulations. The built-in random failure system is so unlikely and unrealistic no one wants to use it. Alternatively, the faults built into these gauges take some getting used to, but are an attempt to help wannabe "Habus" appreciate the skill and technical complexity associated with this unique aircraft. Although Airliner pilots are known to sleep at the stick from boredom, Habus could not!. Go to sleep in this aircraft and you'll find yourself in a reset in short order. These faults are not random. The pilot has to fail to react to out-of-limit flight parameters for them to happen. In a normal flight, you will not have any faults. |
Specifications: | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Fuselage: Length: 103' 10" Height: 18' 6" Wing Span: 57' 7" Wing Area: 1,605 sq' (some sources claim 1,800 ft sq) V Stab Area: 70.2 sq' Gross Weight (MTOW): 135,000 to 140,000+ lbs (Pilot Manual) 170,000 lbs Typical Zero Fuel Weight: 56,500 to 60,000+ lbs (Pilot Manual) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Engines: Weight(2): 13,000 lbs (6,500 lbs ea) 20' long, 4',5" wide Model: (2ea) P+W JT11D-20B (J-58) Turbo Ramjet. Static Thrust: 32,500lbs @ sea level (45,000 lbs with after-burner) Single Rotor, 9 stage 8:8:1 ratio compressor. Note: Rolls-Royce/Snecma Olympus 593 (Concorde) = 15:1:1 General Electric CF6 (747) = 30:5:1 ![]() ![]() Military Max Thrust sea level: 70% of total Military Max Thrust high alt: 28% of total AB Min detent Thrust at sea level: 85% of total AB Min detent Thrust high alt: 55% of total Starting RPM: 3,200 Typical Idle RPM: 3,975 Max RPM: 7460? Min RPM above M 2.5: 6100 Typical Cruise RPM: 7100 Overspeed RPM: 7450 < 300C CIT, 7300 > 300C CIT Cruise Inlet/Engine power ratio: 80%/20% Core Airflow: 450 lb/s Max Inlet Spike Movement = 26 inches. Inlet Shock "start" movement: Between Mach 1.6 and 1.8 Inlet Guide Vane (IGV) Transition: Axial/Cambered = apprx CIT 85-115C Mach 1.9 and above. ![]() ![]() ![]() | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Fuel Load (JP-7) at 100,000 lbs Gross Weight: 11,570 lbs Fuel Capacity: (real world) 83,302 lbs JP-7 (12,200 US gal @6.9 lbs/gal) Fuel Capacity: (this model) 80,653 lbs FS "JetA" (12,038 US gal @6.7 lbs/gal) Unusable: 32.4 Gal (217 lbs) Standard temperatures and pressures: Rated Cruise: Mach 3.20 @80,000ft Fuel Rate at Ground Idle: 4800 - 6300 lbs/hr Fuel Rate MAX Take Off Full AB: 65K lbs (80,000+ simulated) Fuel Rate at refuel speed and alt: 24K lbs/hr Fuel Rate (rated cruise): 36-41,000lbs/hr Fuel Rate (Average Climb): 22,500 lbs/hr Fuel Rate (Average Descent): 16,500 lbs/hr Full Fuel: Fuel Dump Rate: 2,500 lbs/minute until tank4 reaches 4700 lbs, then auto-terminate Min Take off Runway length: 9,000ft. (with after-burner) 10K lbs fuel or less: Min land Runway length: 7000ft Typical Runway Take off Roll (45K lbs fuel): 4800ft Max Crosswind landing: 25 knots dry, 20 knots wet. Gear Extended Limit: 300 KAES/330 KIAS Max Ground Tire Speed: 238 KAES, 239 KIAS, 275 MPH Tire Cooling: 9 minutes for every 14,000ft or 2.75 miles of taxi distance at 70 deg F. Tire Pressure: 400 Psi Take off Tire Failure: 10K ft @72 deg F Max initial breaking speed 10K lbs fuel: 209 KIAS @70 deg F "Break Walk": Oscillations @ 10 cycles per second. Min Ejection Altitude: 15,000ft Touch Down Vertical Speed: Typical- 50 to 100 fps, Max- 600 fps Landing Threshold Pitch: 10 deg Landing Threshold AOA: 9.5 deg | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
V Speeds (45K lbs fuel): V1 = 156KIAS (acceleration check speed) Vr = 180 KIAS, (full weight) = 205KIAS V2 = 210 KIAS, (full Weight) = 220KIAS | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Max Speed: Mach 3.45/510 KIAS ![]() From SR71 flight manual section 5-8 Maximum Mach: " Mach 3.2 is the design Mach number. Mach 3.17 is the maximum scheduled cruise speed recommended for normal operations. However, when authorized by the commander, speeds up to Mach 3.3 may be flown if the limit CIT of 427C is not exceeded." Recommended Operational Ceiling: 85,000ft (model tested stable to 92K ft in standard weather) Normal Cruise Altitude: 81K ft westbound, 80K ft Eastbound. Range: 3,250 miles un-refueled (rated cruise using Active Sky temperatures) Initial Cruise Speed: M3.0 @ 70K ft. Mach Cruise Bank Angle Limit: 35 degrees Max Bank Angle during Climb: 45 degrees Max Rate of Descent: 1 mach per 3 minutes above Mach 1.8 (roughly exceeding initial -5000 fpm 70K ft through 60K ft) Cruise Range Loss from Turn: 2.5 miles per 10 degrees Minimum Single Engine Approach = 200 KIAS 25,000 lbs fuel. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Temperatures: From 600 to 900+ degrees Fahrenheit on the airframe. Temperatures on the J-58 engine exhaust reach 3200 degrees F. Min Operating temperature = -75 deg C Sub-Mach Max Climb Speed (no turbulence): 400 KEAS | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Typical AOA at the above speeds and weights are 9 to 10 degrees, not to exceed 14 degrees (tail strike.) Flight AOA Limits: Drag Chute deploy: Max Sub-Mach Climb to Cruise: Active Sky Weather Simulation: Max Safe Altitude (Active Sky) = 85Kft (without special auth.) Max Rated Altitude = 92K ft (can go higher when weather permits.) Max Pitch at cruise = 7 deg (Speed loss/Stall Instability @ 6.0 deg) Min IAS above Mach 1 = 310 KIAS (real world) 290 KIAS (simulated) No Power Glide (80K ft Mach 3.2): Ground Lift effect: Within 30 ft. Refueling: Max Deceleration above M 1.8 = 1 mach per 3 minutes
MLW: Not Limited (suggested 40K lbs fuel max)
![]() EGT: ![]() COG: Trim Limits:Subsonic level=-1.5 deg nose down. Mach 3 Environment Temps: Oil Pressure: Fuel Pressure: Hydraulic Pressure: Electrical: G Load Limits: Min Airspeed Restrictions: Pitch Trim: The model under ordinary fuel and speed operation under auto-pilot control will conform to the following flight trim settings: --------------------- FLIGHT PROCEDURES: ---------------------- This general overview of technique for flying this aircraft in FS2004 is not real-world but based on manipulating the sim to obtain consistent results. Active Sky weather is assumed. FS and SB3 weather should not be used as the data doesn't support altitudes over 45K ft. o PRE START PREPARATION: Fuel Loading:
![]() Note: The SR71 is capable of fuel balancing automatically and manually. The tank attrition schedule built into the model simulates the auto transfer system AS LONG AS you load the amounts below and always keep the fuel transfer switch in the STOP position. DO NOT USE "AUTO." Easy Rule of thumb:
FS Fuel Dialog:
Fuel distribution is as follows (rough):
1 = 2300 lbs 2 = 3400 lbs 4 = 2400 lbs 5= 1900 lbs Min Landing Fuel Weight: 5000 lbs These tank assignments and positions are based on FS2004's built-in default tank attrition schedule which chooses the order in which tanks deplete until empty. Habu pilots considered 60+K lbs fuel weight a "heavy" jet. At the typical take off weight of 45K Lbs fuel, you'll find the plane nimble and fast-climbing. If you need a fuel load over 70K lbs, it's best to take off with the deault loads of 45K, 55.6K or 66K lbs (depending on when you can intercept the tanker) and plan on an air refuel. END FUEL PREP. WEATHER PREP: The SR71 is sensitive to pressure more than wind speed and temperature because of the high altitude. Near the flight limits large pressure changes can throw the flight model well beyond its operational limits. If forecast pressure areas over the course of your flight have the potential to be below 29.45 you should use the Active Sky Enhanced Version feature "Force Constant Pressure" while preloading Flight Plan or descend to a safe altitude near the problem area. Pressures over 30.10 are problematic because they force you to fly very high (which can be fun, but increasingly risky.) You can expect to fly 92K ft or higher to barely maintain M 3.20 safely with a pressure of 30.35. Check for strength and direction of prevailing winds. Typically, in the northern hemisphere, you will have mostly head winds traveling West and tail winds heading East. I add 1000 lbs when going West and subtract 1000 from the estimate going East. The exception would be flights more N/S than E/W where I don't modify the estimate. 81,000ft should be used for flights East and 80,000 for west. Although the model supports flights up to 92K ft (normal limit is 85K ft) unstable weather over coastal transition boundaries (300 - 500 miles from land crossing over large bodies of water) may cause highly unstable flight. AS does not support temperature layers above 82,000ft. As you climb above this, temps actually INCREASE rather than decrease. This can cause failures of the type where sudden weather changes produce extreme engine efficiency changes with consequential overspeed or stall. Engine power is reduced by periods of extreme off axis air flow. FSUIPC and Active Sky optimization:Active Sky- ![]() Note: 170 miles suppression, 5 min update interval settings. Your flight setup procedure should include use of the "New Route" button at the main screen. When clicked, set the cruise speed to 1750 and "Import" an FS flight plan of your flight route. This will cause AS to pre-scan all the weather along your route and create some optimizations including "Virtual" stations between large gaps in real world stations. With "Constant Pressure" selected both real world and virtual station data will be modified slightly to reduce the severity of pressure changes. Sometimes even with a flight plan pre-loaded and pressure smoothing, the conditions can still be totally unfavorable to flying the SR. The options are to change your flight to another part of the world, or not pre-loading a flight plan and letting the AS program create a more dynamic "load as you go" environment (which is AS's default condition.) Virtual stations will still be created (based on the suppression and update intervals you entered.) This dynamic environment may cause more disruptions in your flight, but you have an equal potential of getting an acceptable high altitude condition at any given time as a bad one. Instead of a bad condition the whole flight, you may get periods of acceptable conditions. Another way to get through a large are of rapidly changing weather is to set a reasonal alititude and lock in 400 KIAS on the AT, then live with whatever speed and fuel rate this provides. This is the lowest maintenance method at the cost of fuel and speed efficiency. Weatherset: A useful tool for checking the quality of the weather generation is a free program which comes packaged with FSUIPC called Weatherset. FS2004 and X users should use Weatherset2. This program displays all the weather data being sent to FSUIPC by the weather program in a numerical display (rather than the FS weather dialog tabbed graphical display.) This lets you see all the current weather settings at a glance without scrolling or tabbing. Take a look at the temperatures above 50K ft and the current pressure. If you pre-loaded a flight plan with force constant pressure, the current pressure shown will only deviate slightly through the flight (most of the time.) Another useful tool comes with the online multiplayer connection program FSINN. Along with a large package of tools in the main FS menu is the "Pressure" indicator. This places a current pressure display in the sim so you can see what the current pressure is at all times without switching to the desktop. The altimeter in the provided panel "Triple" gauge is non-compensated. It will display the same altitude as if the altimeter was not reset to 29.92. You can use this to compare the compensated display in the main altimeter to the non-compensated in the triple display to tell if you are flying in higher or lower than normal pressure. As you get more experienced, you will come to expect certain IAS readings at certain altitudes. Higher or lower than normal air speeds at Mach 3.2 are an indication you are flying in unusually low or high pressure. FSUIPC-The following settings in the WINDS section of FSUIPC are necessary to smooth
the wind for Mach speed flight. If you are using the free version, you cannot set this
resulting in less than satisfying weather conditions in all aircraft: NOTE on PRESSURE: In practice using AS weather, pressures during M3+ flight OVER
1024.4 (30.25mb) or UNDER 997.3 (29.45mb) are problematic. You can expect to have to
climb very high (90K+) to obtain M3 or descend very low (72K) to avoid stall near
these pressures. Avoid IAS over 460 or under 380 at cruise. I cannot stress enough
that the most maintenance-free flights will have cruise speeds near 400KIAS (the middle
of the model's stability range.) PRESET THE AUTOPILOT to have AutoThrottle ENABLED, set initial altitude (usually 10,000 AGL to 28,000) 255 knots IAS (for low alt restriction) and 4500 ft/min climb rate. When using normal unrestricted climb, set initial alt to 28K ft and AT IAS bug to 420 KIAS. This will hold close to 400 IAS (350 KEAS.) Switch NavGPS switch to GPS (note: GPS mode disables ILS approach so you need to turn
the switch back to ILS during automated approach.) o Start-up: o Taxi: o Position and Run-Up: o Take-off: -Smoothly advance the throttle to 70% (full military.) Crossing 156 knots Indicated during roll, reduce throttle to apprx 85% to prevent over-shooting
terminal area speed restriction of 250 KIAS when in ATC control. Otherwise, non-restricted stay in TOGA mode. Note: Clicking the speed hold with the mouse has a different effect than
using the key combo Control-R. At this point the plane will be under stable autopilot control in trimmed flight.
Resticted: As the speed reaches 250KIAS increase normal climb to 3500 ft.min. o Terminal maneuvers: -Engage Yaw Damper (Surface Limiter) above 330 knots Indicated (LIMITER in the annunciator.) o Refueling: Dipsy Doodle (modified for FS9): o Mach Climb:
When flying light (45K lbs fuel or less) and refueling is not used, it's possible to start the climb without the Dipsey Doodle. Starting from level at Mach .95, advance the AB and set the AT bug to 460 (to obtain 400 KAES) or 520 (to obtain 450 KAES) and ease into the desired climb rate starting shallow passing 380 KAES or 420 respectively. As in the Dipsy Doodle climb, the initial climb target is 70K feet at Mach 3.0. MACH MODE: AP/AT Mach adjust Procedure:
At high fuel loads and 450 KAES climb speed, climb rate is slowly decreased as follows: Alternatively for more fuel savings, use the Concorde style "Cruise Climb" at 100ft/min above 60K ft. You should cross 70K ft at Mach 3.0. The 400 KAES climb profile can use more aggressive climb rates than the 450 KAES profile. Note: FS9 setting for max climb in Auto-Throttle is to set 525 IAS, then manage the climb rate to keep the Triple gauge as close to 450 KEAS as possible. While in turbulence, Mach Climb will use 350 KAES. Normal climb:1) Set required altitude in AP. 2) Set 520 KIAS in the AP bug to obtain initial speed of 450 KEAS on the triple gauge. 3) 1500 ft/min when good climb speed is obtained. Can use 2000 at low weights and short distances. 4) Beale to Farnbourough world record flight for instance uses 400 KAES and 3000ft/min initially for the Mach 3+ cruise legs. 5) Engage After-Burner (note: AB will stay engaged throughout flight until descent.) Note: Throughout the climb until mach hold crossing M3.0, the goal is to maintain 450 KEAS (500 KIAS on the airspeed gauge.) COG: As speed increase stops or begins to drop, advance IAS bug to hold 450+ KEAS.
When using Max Climb, keep the 450 KEAS bug setting until Mach hold is engaged.
The goal is to hold as close to 450 in the speed gauge as practical to avoid
too-high pitch, yet avoid potential overspeed in high pressure and cold temps. Cruise Climb: !!!! PITCH WARNING !!!! AERODYNAMIC STALL PROCEDURE: COMPRESSOR STALLS (no unstart lights:) UNSTARTS: !!!! ENGINE POWER WARNING !!!! !!!! Engine Overheat Warning !!!! !!!! OVERSPEED WARNING !!!! !!!! Electrical Power loss and Dead Stick Landing !!!! Engine Spike: o Cruise:
Unless a weather condition causes one of the anomalies above, no action is necessary. Your task is to manage speed and altitude to keep the pitch bug on the Artificial Horizon between the level and +5 indications. You will monitor the intake spike for proper movement. If fuel loading procedures were followed carefully, the fuel balance and attrition system will maintain controlled flight and balance without intervention. Panel warnings will activate if COG or speed is out of limits for the flight profile. You can correct small imbalances with the fuel pump switch in the fuel panel. Do not use the "auto" feature. Keep this in mind: - Higher, colder air provides higher speed and more fuel efficiency at a cost of reduced total engine power. - Lower, warmer air uses more fuel and heats the engine and surfaces. o Descent:
At 14k ft AGL, slow to 300 KIAS by setting AIS bug to 290. At 12K ft AGL, slow to 250 KIAS by setting IAS bug to 240. Within 40 miles of landing slow to 220 KIAS minimum turn speed. o Terminal maneuvers and approach: "Subsonic, it feels like a big, heavy airplane, and you have to horse the stick around a bit to get the airplane to move."Final approach should use speeds as suggested by weight and approach chart near the top of this document. Typical terminal speed for base turns is 220 KIAS minimum.) Normal landing weight is 10K lbs and base turn should be made @16 miles (manual control) to 20 miles (AP/APP mode) and 220 KIAS. Higher fuel loads and or turbulence require higher speed. Observe the AOA gauge to keep the threshold attitude under 10 degrees. Real world tanker descent (assumes M3.2 80Kft): PROCEDURE SECTION COMPLETE Some interesting facts: 50 Blackbird airframes of various designations were built. The nose section can be removed and swapped with various configurations in radar and sensors and different shapes to the nose. The SR-71's fly at 33+ miles per minute (1,980 MPH/1,722+ knts) or 3,000 feet per second, faster than a 30-06 bullet. Each SR-71 cost 33 million to build and $1 million/mission to launch. Aircraft skin temperature can reach 800 deg F. Refueling was not performed primarily because of high fuel loss from leakage, but to have a larger performance margin on take off in case of an engine flameout. At full fuel load above 35 ft, the minimum dyamic control speed with one engine on full military power is over 280 knots indicated!
The cameras can photograph a golf ball on the green from 80,000 feet. They can survey 110,000 square miles of the Earth's surface per hour. In 1981 Kelly Johnson announced that the SR-71 had over 1,000 missile launches against it, but none successful. Pilots in a pressure suit can lose up to 5 pounds in a four hour flight. The SR71 nickname Habu is the name of a Cobra snake in Okinawa, Japan.
Apparently it's not normally aggressive to humans but has a nasty bite. The SR-71 flew for 17 straight years (1972-1989) without a loss of plane or crew.
Of the 50 variants produced, 19 crashed with no loss of US Air Force crew. 478 total people have flown the Blackbirds.
More people have climbed to the top of Mount Everest.
Last flight of a military SR71 into Beale AFB for display: 1997
http://www.wvi.com/%7Esr71webmaster/sract%7E1.htm
NASA used one of its two SR aircraft for research on the LASRE aerospike engine project
as late as 1998: Program Info:(as of Jan 1990) Source: http://www.blackbirds.net/ * Total Flight Hours:...........53,490 EGUN Mildenhall England (main base) RODN Kadena Okinawa Japan (main base) KBAB Beale Air Force Base California USA (main base) KEDW Edwards Air Force Base California USA (Dryden) (also near Lockheed Martin Skunkworks) in Palmdale KPMD KSKA Fairchild AFB Spokane WA USA (training) KOFF Offutt AFB Nebraska USA Udon VTUD Tailand Utapao Tailand Note: Most flights out of Palmdale were operated by CIA and had differing procedures from the USAF. |