These SR-71 Blackbirds
Discussion
CharlieCrocodile said:
And taken from the website the OP linked:
Walter startled the controller by asking for a ground speed check from 81,000 feet, clearly above controlled airspace. In a cool, professional voice, the controller replied, ' Aspen 20, I show you at 1,982 knots on the ground.' We did not hear another transmis sion on that frequency all the way to the coast.
So 3 different versions, makes you wonder if the event ever happened.
not really. One quoted in the book, and since he started doing talks, a repeated story, and from the spoken word where additional lines are added. Reading extracts ffrom a book wont make an evening very entrtaining, afterall. Now if someone recoreded the stories (not unknown: I've sbeen to a corporate event where somebody recorded Ruby Wax's comedy stories.... Walter startled the controller by asking for a ground speed check from 81,000 feet, clearly above controlled airspace. In a cool, professional voice, the controller replied, ' Aspen 20, I show you at 1,982 knots on the ground.' We did not hear another transmis sion on that frequency all the way to the coast.
So 3 different versions, makes you wonder if the event ever happened.
PW said:
Everyone always gushes about how awesome these planes were because they were fast, but casually glosses over the chronic inability to stay airborne they suffered. Surely it has to have one of the worst crash rates of any plane that went beyond prototype stage?
6/15 A12s, 1/2YF12s, 12/32 SR71s - 40% failure rate is fairly shocking
Weren't most of the losses from the early days when the engine unstart would destabilize the aircraft, IIRC the attitude flight window was only something like 3 degrees before catastrophe. Once computers got better and they figured out the plane they were able to handle the unstarts pretty well and they became less of an issue. 6/15 A12s, 1/2YF12s, 12/32 SR71s - 40% failure rate is fairly shocking
As the technology, and the procedures and people operating, matured with it, the aeroplane actually had an excellent safety record. For example, it maintained a 17 year "accident free" run, up until the last airframe loss in 1989! I think that is still a record in military deployment!
The worst years, between 1965 and 1968, where a number of planes were lost in short order, were all during the time that it really was cutting edge stuff. There are no small incidents at M3.0+
The worst years, between 1965 and 1968, where a number of planes were lost in short order, were all during the time that it really was cutting edge stuff. There are no small incidents at M3.0+
Responsibilities! It was to weed out the "Hot heads" those Top Gun types who like to take risks and push the envelope. The Oxcart and subsiquent Senior Crown programs were about flying to a routine / schedule and not being a hero. Hence, the idea was that a married man has more to loose and hence is a calmer pilot............
CharlieCrocodile said:
And taken from the website the OP linked:
Walter startled the controller by asking for a ground speed check from 81,000 feet, clearly above controlled airspace. In a cool, professional voice, the controller replied, ' Aspen 20, I show you at 1,982 knots on the ground.' We did not hear another transmis sion on that frequency all the way to the coast.
So 3 different versions, makes you wonder if the event ever happened.
I earlier posted photographs taken from the actual book that cost me £250 for a third edition. So yes, I can provide custard if you really want it! I have no doubt that the exchange actually took place and the interweb has blown the actual truth out of all reality!Walter startled the controller by asking for a ground speed check from 81,000 feet, clearly above controlled airspace. In a cool, professional voice, the controller replied, ' Aspen 20, I show you at 1,982 knots on the ground.' We did not hear another transmis sion on that frequency all the way to the coast.
So 3 different versions, makes you wonder if the event ever happened.
Max_Torque said:
As the technology, and the procedures and people operating, matured with it, the aeroplane actually had an excellent safety record. For example, it maintained a 17 year "accident free" run, up until the last airframe loss in 1989! I think that is still a record in military deployment!
The worst years, between 1965 and 1968, where a number of planes were lost in short order, were all during the time that it really was cutting edge stuff. There are no small incidents at M3.0+
Max, did you see my earlier post about 'BlackBird Rising?' well worth a read. You just need to get your head 'round the fact that the incoming air needs to be accelerated, not slowed down The worst years, between 1965 and 1968, where a number of planes were lost in short order, were all during the time that it really was cutting edge stuff. There are no small incidents at M3.0+
I've not read Blackbird rising, but it is mean't to be a good book on the technical challanges of developing the article! Will have to get a copy asap! ;-)
RE: air being accelerated: It kinda depends on your frame of reference. As far as a molecule of air is concerned then yes, it is just sitting there stationary, and suddenly a big fast black aeroplane comes along and scoops it up, so yes, it does get accelerated. But from the planes point of view, it sees a stream of high speed air molecules entering its inlets and has to deccelerate these molecules to a subsonic velocity before the compressor entry.
Generally it is best to just refer to pressures rather than velocties, which avoids the frame of reference issue. In effect, dynamic pressure is simply traded for static pressure.
RE: air being accelerated: It kinda depends on your frame of reference. As far as a molecule of air is concerned then yes, it is just sitting there stationary, and suddenly a big fast black aeroplane comes along and scoops it up, so yes, it does get accelerated. But from the planes point of view, it sees a stream of high speed air molecules entering its inlets and has to deccelerate these molecules to a subsonic velocity before the compressor entry.
Generally it is best to just refer to pressures rather than velocties, which avoids the frame of reference issue. In effect, dynamic pressure is simply traded for static pressure.
Vieste said:
cracking, great watch. take off, re-fuel, then carry on 
Hahahahahaha.....
"One day, high above Arizona , we were monitoring the radio traffic of all the mortal airplanes below us. First, a Cessna pilot asked the air traffic controllers to check his ground speed. 'Ninety knots,' ATC replied. A twin Bonanza soon made the same request. 'One-twenty on the ground,' was the reply.
To our surprise, a navy F-18 came over the radio with a ground speed check. I knew exactly what he was doing. Of course, he had a ground speed indicator in his cockpit, but he wanted to let all the bug-smashers in the valley know what real speed was 'Dusty 52, we show you at 620 on the ground,' ATC responded.
The situation was too ripe. I heard the click of Walter's mike button in the rear seat. In his most innocent voice, Walter startled the controller by asking for a ground speed check from 81,000 feet, clearly above controlled airspace. In a cool, professional voice, the controller replied, ' Aspen 20, I show you at 1,982 knots on the ground.' We did not hear another transmis sion on that frequency all the way to the coast".
"One day, high above Arizona , we were monitoring the radio traffic of all the mortal airplanes below us. First, a Cessna pilot asked the air traffic controllers to check his ground speed. 'Ninety knots,' ATC replied. A twin Bonanza soon made the same request. 'One-twenty on the ground,' was the reply.
To our surprise, a navy F-18 came over the radio with a ground speed check. I knew exactly what he was doing. Of course, he had a ground speed indicator in his cockpit, but he wanted to let all the bug-smashers in the valley know what real speed was 'Dusty 52, we show you at 620 on the ground,' ATC responded.
The situation was too ripe. I heard the click of Walter's mike button in the rear seat. In his most innocent voice, Walter startled the controller by asking for a ground speed check from 81,000 feet, clearly above controlled airspace. In a cool, professional voice, the controller replied, ' Aspen 20, I show you at 1,982 knots on the ground.' We did not hear another transmis sion on that frequency all the way to the coast".
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