Lockheed SR-71 Blackbird - Lockheed SR-71 Blackbird

"SR-71" bu erga yo'naltiriladi. Boshqa maqsadlar uchun qarang SR-71 (ajralish).

SR-71 "Blackbird"
Dryden kompaniyasining SR-71B Blackbird, NASA 831, 1994 yilda parvoz paytida USAF tankeri tomonidan yonilg'i quyilgandan so'ng Kaliforniyaning qor bilan qoplangan janubiy Sierra Nevada tog'lari bo'ylab bo'laklari. SR-71B SR-71 ning murabbiy versiyasi edi. Ikkita kokpit instruktorga uchishga imkon beradi.
SR-71B ustozi Syerra Nevada tog'lari Ikkinchi kokpit o'qituvchiga mo'ljallangan.
RolStrategik razvedka samolyoti
Milliy kelib chiqishiQo'shma Shtatlar
Ishlab chiqaruvchiLokid, Skunk ishlari bo'linish
DizaynerKlarens "Kelli" Jonson
Birinchi parvoz1964 yil 22-dekabr
Kirish1966 yil yanvar
Pensiya1998 (USAF), 1999 (NASA)
HolatPensiya
Asosiy foydalanuvchilarAmerika Qo'shma Shtatlari havo kuchlari (tarixiy)
NASA (tarixiy)
Raqam qurilgan32
Birlik narxi
34 million dollar[1]
Dan ishlab chiqilganLockheed A-12

The Lockheed SR-71 "Qora qush"a uzoq masofaga, balandlik, Mach  3+ strategik razvedka samolyoti Amerika aerokosmik kompaniyasi tomonidan ishlab chiqilgan va ishlab chiqarilgan Lockheed korporatsiyasi. Uni ikkalasi ham boshqargan Amerika Qo'shma Shtatlari havo kuchlari (USAF) va NASA.[2]

SR-71 a sifatida ishlab chiqilgan qora loyiha dan Lockheed A-12 1960 yillarda Lockheed tomonidan razvedka samolyoti Skunk ishlari bo'linish. Amerikalik aerokosmik muhandisi Klarens "Kelli" Jonson samolyotning ko'plab innovatsion konsepsiyalari uchun javobgar edi. SR-71 samolyotining shakli A-12 samolyotiga asoslangan edi. radar kesmasi. Bir vaqtning o'zida, a bombardimonchi Dastur faqat razvedkaga yo'naltirilgunga qadar samolyotning varianti ko'rib chiqilmoqda. Razvedka vazifasi uchun missiya uskunalari kiritilgan razvedka signallari datchiklar, a havoga qarashli radar va fotoapparat; SR-71 A-12 ga qaraganda uzunroq va og'irroq edi, bu unga ko'proq yoqilg'ini va ikkita o'rindiqli kokpitni saqlashga imkon berdi. SR-71 belgisi USAF Bosh shtabi boshlig'ining lobbichilik harakatlari bilan bog'liq Kertis LeMay, SRni afzal ko'rgan (Strategik razvedka) oddiygina RS orqali belgilash (Razvedka). Samolyot ekspluatatsion xizmatga 1966 yil yanvar oyida kiritilgan.

Davomida havo razvedkasi missiyalar, SR-71 yuqori tezlikda va balandlikda ishlagan (Mach 3.2 va 85000 fut, 25.900 metr), bu tahdidlarni engib o'tish uchun. Agar a "yer-havo" raketasi ishga tushirish aniqlandi, standart qochish harakati shunchaki raketani tezlashtirish va uchirish edi.[3] O'rtacha har bir SR-71 haftasiga bir marta parvozni amalga oshirishi mumkin edi, chunki topshiriqni tiklashdan so'ng talab qilinadigan kengaytirilgan burilish. Jami 32 ta samolyot qurildi; 12 nafari baxtsiz hodisalar natijasida halok bo'lgan, birortasi dushmanning harakatlariga berilmagan.[4][5] 1988 yil davomida USAF SR-71ni asosan siyosiy sabablarga ko'ra iste'foga chiqardi; 1990 yillarda ikkinchi marta pensiyaga chiqqunga qadar 1998 yilda qisqartirilgan edi. NASA ushbu turdagi so'nggi operator bo'lib, ularning misollarini 1999 yilda tark etdi. Nafaqaga chiqqanidan beri SR-71 ning roli quyidagilarning kombinatsiyasi bilan qabul qilindi: razvedka sun'iy yo'ldoshlari va uchuvchisiz uchish vositalari (PUA); taklif qilingan UAV vorisi, SR-72 Lockheed Martin tomonidan ishlab chiqilgan va 2025 yilda uchishi kerak edi.[6] SR-71 ga bir nechta taxalluslar berilgan, jumladan "Qora qush "va"Xabu ".[7] 2020 yildan boshlab SR-71 1976 yilda o'rnatgan dunyo rekordini davom ettirmoqda eng tez havo bilan nafas oladigan samolyot, ilgari tegishli tomonidan o'tkazilgan Lockheed YF-12.[8][9][10][11]

Rivojlanish

Fon

Asosiy maqola: Lockheed A-12

Lockheedning avvalgi razvedka samolyoti nisbatan sust edi U-2 uchun mo'ljallangan Markaziy razvedka boshqarmasi (Markaziy razvedka boshqarmasi). 1957 yil oxirida Markaziy razvedka boshqarmasi mudofaa pudratchisiga murojaat qildi Lokid aniqlanmaydigan josuslik samolyotini qurish uchun. Archangel deb nomlangan loyihani boshqargan Kelli Jonson, Kaliforniya shtatidagi Burbankdagi Lockheed's Skunk Works bo'limi rahbari. Archangel loyihasi bo'yicha ishlar 1958 yil ikkinchi choragida U-2 ga qaraganda balandroq va tezroq uchish maqsadida boshlandi. 10 oy ichida tuzilgan ketma-ket 11 ta dizayndan "A-10" birinchi o'rinni egalladi. Shunga qaramay, uning shakli uni radarlarni aniqlashda zaiflashtirdi. 1959 yil mart oyida Markaziy razvedka boshqarmasi bilan uchrashuvdan so'ng, dizayn radar kesimini 90% kamaytirishga o'zgartirish kiritildi. Markaziy razvedka boshqarmasi "Skunk Works" kompaniyasiga o'nlab josuslik samolyotlarini qurish uchun 96 million dollarlik shartnomani tasdiqladi.A-12 "1960 yil 11 fevralda 1960 yiqilish ning Frensis Gari Pauers U-2 o'zining zaifligi va A-12 kabi tezroq razvedka samolyotlariga ehtiyoj borligini ta'kidladi.[12]

A-12 birinchi bo'lib Kuyov ko'lida uchdi (51-maydon ), Nevada, 1962 yil 25 aprelda. O'n uchta qurilgan; ikkita variant ham ishlab chiqilgan, ulardan uchtasi YF-12 interceptor prototipi va ikkitasi M-21 samolyot tashuvchisi. Samolyot tomonidan quvvatlanishi kerak edi Pratt va Uitni J58 dvigatel, lekin rivojlanish jadvali bo'yicha ishladi va uning o'rniga unchalik kuchsizligi bilan jihozlandi Pratt va Uitni J75 dastlab. J58 samolyotlari mavjud bo'lgandan keyin qayta jihozlandi va keyingi barcha samolyotlar (A-12, YF-12, M-21), shuningdek SR-71 uchun standart quvvatga aylandi. 1968 yilda nafaqaga chiqmasdan oldin A-12 samolyotlari Vetnam va Shimoliy Koreya ustidan parvoz qilishgan. Dasturning bekor qilinishi 1966 yil 28 dekabrda e'lon qilingan,[13] ikkalasi ham byudjet muammolari tufayli[14] va yaqinlashib kelayotgan SR-71 tufayli, A-12 ning lotinidir.[15]

SR-71

BlackHird Lockheed Skunk Works-dagi konveyerda
SR-71 Blackbird yig'ish liniyasi Skunk ishlari

SR-71 belgisi bu davomi 1962 yilgacha bo'lgan bombardimonchilar seriyasi; seriyasidan foydalangan holda qurilgan so'nggi samolyot XB-70 Valkyrie. Biroq, Blackbirdning bombardimonchi variantiga qisqa vaqt ichida B-71 belgilash moslamasi berildi, u turini SR-71 ga o'zgartirganda saqlanib qoldi.[16]

Sinovning keyingi bosqichlarida B-70 "RS-70" belgisi bilan razvedka / ish tashlash roliga taklif qilindi. A-12 ishlash salohiyati ancha katta ekanligi aniqlanganda, USAF 1962 yil dekabrda A-12 ning bir variantini buyurdi.[17] Dastlab R-12 deb nomlangan[N 1] Lockheed tomonidan, USAF versiyasi A-12 ga qaraganda uzunroq va og'irroq bo'lgan, ko'proq yoqilg'ini saqlash uchun uzunroq fyuzelyaj, kabinadagi ikkita o'rindiq va shaklini o'zgartirgan. chinni. Razvedka uskunalari kiritilgan razvedka signallari datchiklar, a havoga qarashli radar va fotoapparat.[17] Markaziy razvedka boshqarmasining A-12 samolyoti USAFning R-12-ga qaraganda yaxshiroq foto-razvedka platformasi bo'lgan, chunki A-12 biroz balandroq va tezroq uchgan,[14] va faqat bitta uchuvchi bilan yuqori kamerani ko'tarish uchun joy bor edi[14] va boshqa asboblar.[18]

1964 yilgi kampaniya davomida Respublikachilar partiyasidan prezidentlikka nomzod Barri Goldwater bir necha bor Prezidentni tanqid qilgan Lyndon B. Jonson ortda qolgani uchun va uning ma'muriyati Sovet Ittifoqi yangi qurollarni ishlab chiqarishda. Jonson YF-12A USAF tutuvchisi mavjudligini ochib berish orqali ushbu tanqidga qarshi turishga qaror qildi va u hanuzgacha sir saqlanib kelayotgan A-12[19] va 1964 yil iyuldan beri USAF razvedka modeli. USAF Bosh shtabi boshlig'i Kertis LeMay SR (Strategic Reconnaissance) belgisini afzal ko'rdi va RS-71 SR-71 deb nomlanishini xohladi. Iyuldagi nutqdan oldin LeMay Jonsonning nutqini "RS-71" o'rniga "SR-71" o'qish uchun o'zgartirishga harakat qildi. O'sha paytda matbuotga berilgan ommaviy axborot vositalarining stsenariylarida avvalroq RS-71 belgisi mavjud bo'lib, prezident samolyotning nomini noto'g'ri o'qiganligi haqida hikoya qiladi.[20][N 2] A-12 mavjudligini yashirish uchun Jonson faqat A-11ni nazarda tutgan, shu bilan birga yuqori tezlikli va baland balandlikdagi razvedka samolyoti mavjudligini ko'rsatgan.[21]

1968 yilda Mudofaa vaziri Robert Maknamara F-12 ushlagich dasturini bekor qildi. YF-12 va SR-71 rusumlarini ishlab chiqarishda ishlatiladigan maxsus asbob-uskunalar ham yo'q qilindi.[22] SR-71 ishlab chiqarilishi 29 ta SR-71A, ikkita SR-71B va bitta SR-71C bo'lgan 32 ta samolyotni tashkil etdi.[23]

Dizayn

Umumiy nuqtai

SR-71 old kabinasining uchish asboblari
Oldinga kokpit

SR-71 samolyoti parvoz uchun mo'ljallangan edi Mach 3 samolyot ekipaji bilan tandem kokpitlarda, uchuvchi old kabinada va razvedka tizimlari xodimi orqa kabinadan kuzatuv tizimlari va jihozlarini boshqargan va missiyani uchish yo'lida navigatsiyani boshqargan.[24][25] SR-71 o'zining radar kesimini minimallashtirishga mo'ljallangan bo'lib, bu maxfiy dizaynga bo'lgan dastlabki urinishdir.[26] Tayyor samolyotlar ichki issiqlik chiqindilarini ko'paytirish va o'z vazifalarini bajarish uchun to'q ko'k rangga, deyarli qora rangga bo'yalgan kamuflyaj tungi osmonga qarshi. To'q rang samolyotning "Blackbird" taxallusiga olib keldi.

SR-71 olib ketilayotgan paytda radiolokatsion qarshi choralar ta'qib qilish harakatlaridan qochish uchun uning eng katta himoyasi balandlik va juda yuqori tezlikni birlashtirish edi, bu uni deyarli daxlsiz qildi. Past darajadagi radar kesmasi bilan bir qatorda, bu fazilatlar dushman uchun juda qisqa vaqt berdi "yer-havo" raketasi (SAM) sayt samolyotni sotib olish va radarda kuzatib borish. SAM-sayt SR-71-ni kuzatishi mumkin bo'lgan vaqtga kelib, SAM-ni ishga tushirish juda kech edi va SR-71 SAM-ga etib borishdan oldin SR-71-dan tashqarida bo'ladi. Agar SAM-sayt SR-71-ni kuzatishi va o'z vaqtida SAM-ni yoqishi mumkin bo'lsa, SAM deyarli barcha delta-v uning SR-71 balandligiga etib borishi va uni qo'llab-quvvatlovchi fazalar; shu nuqtada, u o'z ballistik kamoniga ergashishdan boshqa narsa qila olmaydi. SR-71 uchun SAMdan qochish uchun shunchaki tezlashtirish etarli bo'ladi;[3] uchuvchilar tomonidan SR-71 tezligi, balandligi va yo'nalishidagi o'zgarishlar ham samolyotdagi har qanday radar qulfini SAM saytlari yoki dushman jangchilari tomonidan buzish uchun etarli edi.[25] Mach 3.2 dan yuqori tezlikda samolyot Sovet Ittifoqining eng tez ushlab turuvchisidan tezroq bo'lgan Mikoyan-Gurevich MiG-25, shuningdek, SR-71 balandligiga chiqa olmadi.[27] Uning ishlash muddati davomida hech qanday SR-71 samolyoti urib tushirilmagan.[4]

Havo qutisi, soyabon va qo'nish uskunalari

Ko'pgina samolyotlarda titanium jalb qilingan xarajatlar bilan cheklangan; u odatda eng yuqori harorat ta'sir qiladigan qismlarda, masalan, chiqindi teshiklari va qanotlarning etakchi qirralarida ishlatilgan. SR-71da titanium strukturaning 85% uchun ishlatilgan, qolgan qismi esa polimer kompozit materiallar.[28] Xarajatlarni boshqarish uchun Lockheed osonroq ishlagan titanium qotishmasi pastroq haroratda yumshatilgan.[N 3] Qabul qilingan qiyinchiliklar Lockheed-ni boshqa samolyotlarni ishlab chiqarishda ishlatilgan yangi ishlab chiqarish usullarini ishlab chiqishga olib keldi. Lockheed payvandlangan titanni yuvish zarurligini aniqladi distillangan suv, vodoprovod suvida mavjud bo'lgan xlor bo'lgani kabi korroziv; kadmiy -kaplangan asboblardan foydalanib bo'lmadi, chunki ular ham korroziyaga olib keldi.[29] Metallurgiya ifloslanishi yana bir muammo edi; bir vaqtning o'zida ishlab chiqarish uchun etkazib berilgan titanning 80% ushbu asoslarga ko'ra rad etilgan.[30][31]

D-21 uchuvchisiz samolyotli Lockheed M-21
A Lockheed M-21 bilan D-21 tepada dron

Parvoz paytida hosil bo'lgan yuqori harorat maxsus dizayn va ishlash texnikasini talab qildi. Ichki qanotlarning terisining asosiy qismlari silliq emas, gofrirovka qilingan. Aerodinamiklar dastlab ushbu kontseptsiyaga qarshi chiqdilar va samolyotni 1920-yillar davridagi Mach 3 varianti deb noma'qullik bilan ta'kidladilar. Ford Trimotor gofrirovka qilingan alyuminiy terisi bilan mashhur edi.[32] Issiqlik tufayli silliq terining bo'linishi yoki burishishi mumkin edi, gofrirovka qilingan vertikal va gorizontal ravishda kengayishi va bo'ylama kuchini oshirishi mumkin edi.

Fyuzelyaj panellari erdagi samolyotga faqat erkin joylashishi uchun ishlab chiqarilgan. Samolyot ramkasi qizib ketishi va to'g'ri kelishuvga erishildi kengaytirilgan bir necha dyuym.[33] Shu sababli va samolyot ekstremal haroratda kengayishini ta'minlaydigan yoqilg'ini yopuvchi tizim yo'qligi sababli samolyot qochib ketdi. JP-7 parvozdan oldin erga yoqilg'i.[34]

Kokpitning tashqi oynasi tayyorlangan kvarts va edi ultratovush bilan birlashtirilgan titanium ramkaga.[35] Vazifa davomida old oynaning tashqi harorati 600 ° F (316 ° C) ga yetdi.[36] Sovutish chinnigullar tarkibidagi titanium yuzalar ortidan yoqilg'ini velosipedda haydash orqali amalga oshirildi. Uchish paytida soyabon harorati 300 ° C (572 ° F) dan yuqori edi.[32]

Ba'zi SR-71 rusumidagi qizil chiziqlar parvarishlash ishchilarining teriga zarar etkazishining oldini olish edi. Fyuzelyaj markazining yaqinida egri teri ingichka va nozik bo'lib, bir necha metr masofada joylashgan tizimli qovurg'alar tomonidan qo'llab-quvvatlanmagan.[37]

Tomonidan ishlab chiqarilgan Blackbird shinalari B.F.Gudrix tarkibida alyuminiy bo'lgan va azot bilan to'ldirilgan. Ularning narxi 2300 dollarni tashkil qiladi va odatda 20 ta missiyani almashtirishni talab qiladi. Blackbird 170 dan ortiq tugunlarga qo'ndi (200 milya; 310 km / soat) va to'xtash uchun drag parashyutini tarqatdi; truba shinalardagi stressni kamaytirish uchun ham harakat qildi.[38]

Titanni sotib olish

Qo'shma Shtatlarda titan tanqis edi, shuning uchun Skunk Works jamoasi metallni boshqa joydan izlashga majbur bo'ldi. Kerakli materiallarning katta qismi Sovet Ittifoqidan kelgan. Polkovnik Rich Graham, SR-71 uchuvchisi, sotib olish jarayonini quyidagicha tasvirlab berdi:

Samolyot ichki va tashqi tomondan 92% titandan iborat. Ular samolyot qurayotgan paytda Qo'shma Shtatlarda ruda zahirasi yo'q edi - bu ruda rutil ruda. Bu juda qumli tuproq va u dunyoning juda oz qismida joylashgan. Ruda etkazib beruvchisi SSSR edi. Uchinchi dunyo mamlakatlari va soxta operatsiyalar orqali ishlash, ular rutil rudasini SR-71 qurish uchun AQShga jo'natishdi.[39]

Shakl va tahdidlardan saqlanish

Suv bug'lari har bir dvigatel kirish qismidagi chinni tomonidan hosil bo'lgan past bosimli girdoblar bilan quyuqlashadi.

Ikkinchi operatsion samolyot[40] atrofida ishlab chiqilgan yashirin samolyotlar shakli va materiallari Lockheed A-12,[40] SR-71 uni kamaytirishga mo'ljallangan bir nechta xususiyatlarga ega edi radar imzo. SR-71 radar tasavvurlari (RCS) atrofida 110 kvadrat fut (10 m) bo'lgan2).[41] Radardagi dastlabki tadqiqotlar asosida yashirin texnologiya Bu yassilangan, toraygan tomonlari bo'lgan shakl radar nurlari paydo bo'lgan joydan uzoqroq energiyani aks ettirishini ko'rsatdi, deya qo'shimcha qildi muhandislar. chinni va vertikal boshqaruv sirtlarini ichkariga kiritdi. Maxsus radar yutuvchi materiallar tarkibiga kiritilgan tish arra shaklida samolyot terisining qismlari. Seziy Egzoz chiqindilarining radiolokatsion ko'rinishini biroz pasaytirish uchun asosli yoqilg'i qo'shimchalari ishlatilgan, ammo chiqindi oqimlari aniq bo'lib qolgan. Keyinchalik Kelly Jonson Sovet radar texnologiyasi unga qarshi ishlatilgan yashirin texnologiyalardan tezroq rivojlanganligini tan oldi.[42]

SR-71 rusumidagi chinnigullar, bir juft o'tkir qirralarning, fyuzelyaj bo'ylab burunning har ikki tomonidan yuqoriga ko'tarilgan. Bu erta A-3 dizaynida xususiyat emas edi; Frank Rojers, Ilmiy muhandislik instituti shifokori, Markaziy razvedka boshqarmasi oldingi tashkilot, sharsimon kesmaning radar aks etishi ancha kamayganligini aniqladi va fyuzelyajning yon tomonlarini cho'zish orqali silindr shaklidagi fyuzelyajni moslashtirdi.[43] Maslahat paneli RCS asosida A-3 ustidan Convairning FISH dizaynini vaqtincha tanlagandan so'ng, Lockheed o'zining A-4 va A-6 dizaynlari uchun chinni qabul qildi.[44]

Aerodinamika mutaxassislari chinni kuchli ekanligini aniqladilar girdoblar va qo'shimcha yaratdi ko'tarish, kutilmagan aerodinamik ko'rsatkichlarni yaxshilashga olib keladi.[45] The tushish burchagi ning delta qanotlari katta barqarorlik va yuqori tezlikda kamroq harakatlanish uchun kamayishi va og'irlikni ko'tarish, masalan, yoqilg'i. Uchish tezligi ham pasaytirildi, chunki chinorlar girdoblari balandlikda qanotlar ustida turbulent oqim hosil qildi hujumning burchaklari, buni qiyinlashtirmoqda tokcha. Chinnigullar ham xuddi shunday harakat qilishdi etakchi kengaytmalar kabi jangchilarning epchilligini oshiradigan F-5, F-16, F / A-18, MiG-29 va Su-27. Chinni qo'shilishi, shuningdek, rejalashtirilgan narsalarni olib tashlashga imkon berdi konserva oldingi samolyotlar.[N 4][46][47]

Havo kirish joylari

Havo kirishlari va harakatlantiruvchi tizim orqali oqimining ishlashi

Havo kirish joylari SR-71 ni Mach 3.2 dan yuqori qismida sayr qilishiga imkon berdi, dvigatelga kirganda havo subsonik tezlikka sekinlashdi. Mach 3.2 samolyotning dizayn tezligi, uning eng samarali tezligi edi.[32] Biroq, amalda SR-71 ba'zida hatto tezroq tezlikda, ya'ni tashqi havo haroratiga qarab samaraliroq bo'lib, yurgan dengiz miliga yoqilg'ining funt sterlingi bilan o'lchanadi. Bir safar davomida SR-71 uchuvchisi Brayan Shul bir necha marta ushlab qolish urinishlaridan qochish uchun odatdagidan tezroq uchib ketdi; keyinchalik, bu yoqilg'i sarfini kamaytirgani aniqlandi.[48]

Har bir kirishning old tomonida, "boshoq" deb nomlangan, harakatlanuvchi konusli (kirish konusi ) erga va tovushli parvoz paytida to'liq oldinga qarab qulflangan edi. Samolyot Mach 1.6 oldidan tezlashganda, ichki jekvrit boshoqni ichkariga (66 sm) 26 gacha ko'targan,[49] hisobga olingan analog havo kiritish kompyuteri tomonidan boshqariladi pitotatik tizim, balandlik, rulon, yaw va hujum burchagi. Boshoq uchini harakatga keltirgan holda zarba to'lqini unga minib, kirish joyiga yaqinroq kovling u lablar labiga ozgina tekkanicha. Ushbu holat boshoq markazining tanasi va kirish qopqog'ining ichki tomonlari orasidagi zarb to'lqini va minimallashtirilgan havo oqimini bir necha bor aks ettiradi. to'kish bu to'kilmasin tortilishining sababi. Subsonikaga kirishda so'nggi tekislik zarba to'lqini bilan havo supersonik ravishda sekinlashdi diffuzor.[50]

Buning quyi qismida oddiy zarba, havo subsonikdir. U kompressorga kirishda kerakli tezlikni berish uchun divergent kanalda sekinlashadi. Samolyotning zarba to'lqinining kirish qismida tutilishi "kirishni boshlash" deb nomlanadi. Qon ketadigan naychalar va aylanma eshiklar kirish va dvigatelga mo'ljallangan natsellar ushbu bosimning bir qismini boshqarish va kirishning "boshlangan" bo'lishiga imkon berish uchun so'nggi zarbani joylashtirish.

Shlieren oqimni vizualizatsiya qilish boshlamang Mach 2 da eksenimetrik kirish

Faoliyatining dastlabki yillarida analog kompyuterlar har doim ham tez o'zgaruvchan parvoz atrof-muhit ma'lumotlarini ushlab tura olmaydilar. Agar ichki bosim juda katta bo'lsa va boshoq noto'g'ri joylashtirilgan bo'lsa, zarba to'lqini to'satdan "kirish" deb nomlangan kirish qismining old qismini uchirib yuboradi. boshlamang ". Yoqilg'i quyish paytida yondirgichning o'chib ketishi odatiy hol edi. Qolgan dvigatelning assimetrik bosimi samolyotning bir tomonga qattiq esishiga olib keladi. SAS, avtopilot va qo'lda boshqarish yozuvlari yawing bilan kurashadi, lekin ko'pincha o'ta burchakka qarama-qarshi dvigateldagi havo oqimini kamaytiradi va "simpatik do'konlarni" rag'batlantiradi. Bu tez-tez qarshi esnishni keltirib chiqardi, ko'pincha baland ovozda "banging" shovqinlari va ekipaj dubulg'asi ba'zida ularning kabinasi soyabonlarini urib yuboradigan qo'pol sayohat.[51] Bitta boshlang'ichga bitta javob, yawning oldini olish uchun ikkala kirish joyini ochib, keyin ikkalasini qayta ishga tushirish edi.[52] NASA Dryden sinov markazi tomonidan shamol tunnelini sinovdan o'tkazgandan va kompyuterni modellashtirishdan so'ng,[53] Lockheed boshlang'ich bo'lmagan holatlarni aniqlash va ushbu qayta tiklash harakatlarini uchuvchi aralashuvisiz bajarish uchun elektron boshqaruvni o'rnatdi.[54] Boshlang'ich muammoni hal qilish paytida NASA shuningdek, burunning chinnigullari dvigatelga kirib, dvigatelning samaradorligiga to'sqinlik qilayotgan girdoblarni aniqladi. NASA dvigatelni chetlab o'tish eshiklarini boshqarish uchun kompyuter ishlab chiqardi, bu esa ushbu muammoga qarshi turdi va samaradorlikni oshirdi. 1980 yildan boshlab analog kirishni boshqarish tizimi raqamli tizim bilan almashtirildi va bu boshlang'ich holatlarni kamaytirdi.[55]

Dvigatellar

Asosiy maqola: Pratt va Uitni J58
Pratt & Whitney J58 (JT11D-20) dvigateli ochiq displeyda Evergreen aviatsiya muzeyi
Saqlangan AG330 boshlang'ich aravachasi

SR-71 ikkita Pratt & Whitney J58 (JT11D-20 kompaniyasining nomi) bilan jihozlangan eksenel oqim turbojet dvigatellar. J58 32,500 funt (145 kN) statik quvvatni ishlab chiqarishga qodir bo'lgan davrning muhim yangilikidir.[56][57] Dvigatel Mach 3.2 atrofida eng samarali bo'lgan,[58] Blackbird odatda kruiz tezligi. Kuchga ko'tarilgandan so'ng, yonish moslamasi bosimning 26 foizini ta'minladi. Ushbu ulush tezligi bilan asta-sekin o'sib bordi, keyin yondirgich Mach 3 ga qadar butun kuchni ta'minladi.[56]

Dastlab havo kirish pog'onasi va keyinchalik markaz tanasi va kirish po'stlog'i orasidagi yaqinlashuvchi kanal orqali siqilgan (va isitilgan). Yaratilgan zarba to'lqinlari havoni dvigatelga nisbatan subsonik tezlikka sekinlashtirdi. Keyin havo dvigatel kompressoriga kirdi. Ushbu kompressor oqimining bir qismi (kruizda 20%) to'rtinchi kompressor bosqichidan keyin olib tashlandi va oltita aylanma naycha orqali to'g'ridan-to'g'ri yondirgichga o'tdi. Qolgan beshta kompressor pog'onasi turbojetdan o'tgan havo yanada siqilgan va keyin yonish kamerasiga yonilg'i qo'shilgan. Turbinadan o'tgandan so'ng, egzoz kompressor bilan birga qon oqadi, keyin yondirgichga kirdi.[59]

Mach 3 atrofida dvigatel kompressorining ko'tarilgan haroratiga qo'shilgan qabul qilish siqilishidan harorat ko'tarilishi, turbinaning harorat chegarasi o'zgarmaganligi sababli yoqilg'ining ruxsat etilgan oqimini kamaytirdi. Aylanadigan dastgohlar kam quvvat ishlab chiqardi, ammo baribir 100% RPM tezlikda ishlashga etar edi va shu bilan havo oqimi doimiy ravishda qabul qilindi. Aylanadigan texnika harakatlantiruvchi narsaga aylandi[60] Dvigatelning yuqori tezlikda harakatlanishi yonib ketgandan keyin harorat ko'tarilishidan kelib chiqdi.[61] Maksimal parvoz tezligi dvigatel kompressoriga kiradigan havo harorati bilan cheklangan bo'lib, u 800 ° F (430 ° C) dan yuqori haroratlarda sertifikatlanmagan.[62]

Dastlab, Blackbird-ning J58 dvigatellari ikkitasi yordamida ishga tushirildi Buik Wildcat V8 ichki yonish dvigatellari, tashqi tomondan AG330 "start aravasi" deb nomlangan transport vositasiga o'rnatilgan. Boshlang'ich aravachasi J58 ostida joylashgan edi va ikkita Buick dvigatellari bitta vertikal quvvat bilan ishladilar qo'zg'aysan milini J58 dvigateliga ulanib, uni 3200 RPM dan yuqori tezlikda aylantiradi, bu vaqtda turbojet o'zini o'zi ushlab turishi mumkin. Birinchi J58 dvigatel ishga tushirilgandan so'ng, samolyotning boshqa J58 dvigatelini ishga tushirish uchun aravaning o'rnini o'zgartirdi. Keyinchalik ishlatiladigan aravalar ishga tushirildi Chevrolet katta blok V8 dvigatellari. Oxir oqibat, asosiy operatsion bazalarda foydalanish uchun tinchroq, pnevmatik start tizimi ishlab chiqildi. V8 start aravalari pnevmatik tizim bilan jihozlanmagan burilish joylarida qoldi.[63][64]

Yoqilg'i

1983 yilda parvoz paytida KC-135Q Stratotankerdan yonilg'i quyadigan SR-71

Blackbird uchun bir nechta ekzotik yoqilg'ilar tekshirildi. Rivojlanish a ko'mir atala elektr stansiyasi, ammo Jonson ko'mir zarralari dvigatelning muhim qismlariga zarar etkazganligini aniqladi.[32] Tadqiqotlar a suyuq vodorod elektr stansiyasi, lekin saqlash uchun tanklar kriyogen vodorod mos o'lcham yoki shaklga ega emas edi.[32] Amalda, Blackbird odatdagidek yonib ketadi JP-7, yoritish qiyin bo'lgan. Dvigatellarni ishga tushirish uchun, trietilboran (TEB), qaysi havo bilan aloqa qilganda yonadi, JP-7 ni yoqish uchun yetarli darajada yuqori haroratni hosil qilish uchun AOK qilingan. TEB motorni yoqish paytida tez-tez ko'rinadigan xarakterli yashil olovni ishlab chiqardi.[48]

Oddiy SR-71 missiyasida samolyot parvoz paytida tormozlar va shinalardagi stressni kamaytirish va shuningdek, bitta dvigatel ishdan chiqqanda muvaffaqiyatli uchib ketishini ta'minlash uchun faqat qisman yonilg'i yukini ko'targan. Natijada, SR-71 samolyotlari havoga ko'tarilgandan so'ng darhol yonilg'i bilan ta'minlangan.[34] Bu esa, samolyot parvozdan keyin zudlik bilan yonilg'i quyish zaxiralari oqib chiqishi sababli zudlik bilan yonilg'i quyishni talab qiladi degan noto'g'ri tushunchaga olib keldi. Biroq, qochqinlar daqiqada tomchilar bilan o'lchandi va umumiy quvvat bilan solishtirganda ahamiyatli emas edi.[65] SR-71 ham talab qilinadi parvozda yonilg'i quyish uzoq muddatli missiyalar paytida yoqilg'ini to'ldirish uchun. Supersonik parvozlar, odatda, uchuvchi tanker topishiga to'g'ri kelguniga qadar 90 daqiqadan ko'proq davom etdi.[66]

Ixtisoslashgan KC-135Q tankerlardan SR-71 ga yonilg'i quyish talab qilingan. KC-135Q modifikatsiyalangan yuqori tezlikli bomga ega edi, bu esa Blackbird-ga deyarli tankerning maksimal havo tezligida minimal yonilg'i quyish imkonini beradi. chayqalish. Tankerda harakatlanish uchun maxsus yonilg'i tizimlari ham bo'lgan JP-4 (KC-135Q o'zi uchun) va JP-7 (SR-71 uchun) turli xil tanklar o'rtasida.[67] Yoqilg'i quyish paytida uchuvchiga yordam sifatida kabinada a o'rnatilgan periferik ko'rish ufqni namoyish qilish. Ushbu noodatiy asbob deyarli ko'rinmas edi sun'iy ufq butun asboblar panelining yuqori qismidagi chiziq, bu uchuvchiga berdi subliminal samolyotga bo'lgan munosabat haqida ko'rsatmalar.[68]

Astro-inertial navigatsiya tizimi

Nortronika, Northrop korporatsiyasi elektronika ishlab chiqarish bo'limi ishlab chiqilgan edi astro-inertial ko'rsatma tuzatishi mumkin bo'lgan tizim (ANS) inertial navigatsiya tizimi bilan xatolar samoviy kuzatuvlar, uchun SM-62 Snark raketa va badbaxtlar uchun alohida tizim AGM-48 Skybolt raketa, ikkinchisi SR-71 uchun moslangan.[69][tekshirish kerak ]

Uchishdan oldin birlamchi hizalama ANS ning inertsional qismlarini yuqori aniqlik darajasiga etkazdi. Parvoz paytida razvedka tizimlari xodimi (RSO) pozitsiyasining orqasida o'tirgan ANS yulduzlarni yuqori fyuzelyajdagi kvars oynali oynadan kuzatib bordi.[48] Uning "ko'k chiroq" manbai yulduz izdoshi Kunduzi ham, tunda ham yulduzlarni ko'radigan samolyot turli xil yulduzlarni doimiy ravishda kuzatib borar edi, chunki samolyotning o'zgaruvchan holati ularni ko'zga tashladi. Tizimning raqamli kompyuteri efemeris haqida ma'lumotlar mavjud samoviy navigatsiya uchun ishlatiladigan yulduzlar ro'yxati: ro'yxatda avval 56 yulduz bor edi va keyinchalik 61 ga kengaytirildi.[70] ANS parvozlarni boshqarish va boshqa tizimlarga balandlik va pozitsiyani, shu jumladan, missiya ma'lumotlarini yozuvchini, oldindan belgilangan manzil punktlariga avtomatik navigatsiyani, kameralarni va sensorlarni avtomatik ko'rsatishni va boshqarishni, shuningdek, havoga ko'tarilishidan oldin ANSga o'rnatilgan sobit nuqtalarni optik yoki SLR ko'rinishini ta'minlashi mumkin. . Sobiq SR-71 uchuvchisi Richard Gremning so'zlariga ko'ra, navigatsiya tizimi Mach 3-da harakatlanish yo'nalishidan 300 metr masofada siljishni cheklash uchun etarlicha yaxshi edi.[71]

Datchiklar va foydali yuklar

SR-71 mudofaa tizimi B

SR-71 dastlab optik /infraqizil tasvirlar tizimlar; havoga qarashli radar (SLAR);[72] elektron razvedka (ELINT) yig'ish tizimlari;[73] raketa va havodagi qiruvchilarga qarshi turish uchun mudofaa tizimlari;[74][75][76][77] va SLAR, ELINT va texnik xizmat ko'rsatuvchi ma'lumotlarning yozuvchisi. SR-71 samolyoti a Fairchild kuzatuv kamerasi va infraqizil kamera,[78] ikkalasi ham butun missiya davomida yugurishdi.

SR-71 RSO uchun uchuvchi ortida ikkinchi kabinasi bo'lganligi sababli, u A-12 ning asosiy sensori, bitta katta fokusli optik kamerani A-12 orqasidagi "Q-Bay" da o'tira olmadi. bitta kokpit. Buning o'rniga SR-71 kamerasi tizimlari fyuzelyaj chinnigullarida yoki olinadigan burun / chinni qismida joylashgan bo'lishi mumkin. Keng doiradagi tasvirni ikkitasi taqdim etdi Itek "s Operatsion ob'ektiv kameralar, parvoz yo'lining kengligi bo'ylab stereo tasvirlarni taqdim etgan yoki Itek optik bar-kamerasi u gorizontdan ufqqa uzluksiz qamrab olgan. Maqsad maydoniga yaqinroq ko'rinish berilgan HYCON texnik ob'ektiv kamerasi (TEOC), markaziy chiziqdan 45 ° chapga yoki o'ngga yo'naltirilishi mumkin.[79] Dastlab TEOCs A-12 ning kattaroq kamerasining piksellar soniga mos kela olmagan, ammo kamerada ham, plyonkada ham tezkor yaxshilanish bu ko'rsatkichni yaxshilagan.[79][80]

SLAR, tomonidan qurilgan Goodyear Aerospace, olinadigan burun bilan olib yurish mumkin edi. Keyingi hayotda radar o'rnini Loral's Advanced egalladi Sintetik Diafragma Radar Tizim (ASARS-1). Dastlabki SLAR va ASARS-1 ikkalasi ham markazlashtirilgan chiziqdan chapga yoki o'ngga o'rnatilgan maydonlarda yoki yuqori aniqlik uchun joydan ma'lumotlarni yig'adigan erni xaritalash tasvirlash tizimlari edi.[79] AIL tomonidan qurilgan "Elektromagnit magnitli razvedka tizimi" deb nomlangan ELINT-yig'ish tizimlari o'tayotgan elektron signal maydonlarini tahlil qilish uchun chinoralar oralig'ida olib borilishi mumkin edi va ularni qiziqtiradigan narsalarni aniqlash uchun dasturlashtirilgan edi.[79][81]

Blackbird o'zining ishlash muddati davomida turli xil narsalarni olib yurgan elektron qarshi choralar (ECM), shu jumladan bir nechta ECM kompaniyalari tomonidan qurilgan va A, A2, A2C, B, C, C2, E, G, H va M. tizimlari deb nomlangan ogohlantiruvchi va faol elektron tizimlar. kutilayotgan tahdidlarni qondirish uchun chastota / maqsadli foydali yuklar. Bu haqda RSO mayor Jerri Kryu aytdi Air & Space / Smithsonian u ishlatgan jammer chalg'itishga urinmoq "yer-havo" raketasi ularning ekipaji uning samolyotini kuzatib borishganida, ammo tahdid to'g'risida ogohlantiruvchi qabul qiluvchisi unga raketa uchirilganligini aytgandan so'ng, u raketa o'z signaliga tushishiga yo'l qo'ymaslik uchun jammerni o'chirib qo'ydi.[82] Yerga tushgandan so'ng, SLAR, ELINT yig'ish tizimlari va texnik ma'lumot yozuvchisi ma'lumotlari parvozdan keyin erning tahlilidan o'tkazildi. Amaliy hayotining keyingi yillarida ma'lumotlar uzatish tizimi ASARS-1 va ELINT ma'lumotlarini taxminan 2000 nmi (3700 km) yo'l qoplamasidan mos ravishda jihozlangan yerosti stantsiyasiga yuborishi mumkin edi.[iqtibos kerak ]

Hayotni qo'llab-quvvatlash

To'liq parvoz kostyumida SR-71 uchuvchisi

2400 m balandlikda uchish, ekipajlar standart maskalardan foydalana olmasliklariga olib keldi, bu esa 43000 futdan (13000 m) yuqori kislorod bilan ta'minlay olmadilar. Ixtisoslashgan himoya bosimli kostyumlar tomonidan ekipaj a'zolari uchun ishlab chiqarilgan Devid Klark kompaniyasi A-12, YF-12, M-21 va SR-71 uchun. Bundan tashqari, Mach 3.2 da favqulodda chiqish ekipajlarni taxminan 450 ° F (230 ° C) haroratga duchor qiladi; Shunday qilib, balandlikdan chiqarib yuborish stsenariysi paytida bortda kislorod ta'minoti tushish paytida kostyumni bosim ostida ushlab turardi.[83]

Parvoz paytida samolyot kabinasi bosimini 10 000 yoki 26000 fut (3000 yoki 8000 m) balandlikka etkazish mumkin edi.[84] Salonga og'ir sovutish tizimi kerak edi, chunki Mach 3.2 da sayohat qilish samolyotning tashqi yuzasini 500 ° F (260 ° C) dan yuqori darajada isitadi.[85] va old oynaning ichki qismi 250 ° F (120 ° C) gacha. A ishlatilgan konditsioner issiqlik almashinuvchisi yonishdan oldin kabinadan issiqlikni yoqilg'iga tushirish.[86] Xuddi shu konditsioner tizim old (burun) pog'onani sovutib turish uchun ham ishlatilgan va shu bilan asosiy shassida ishlatiladigan alyuminiy singdirilgan maxsus shinalarga ehtiyojni yo'q qilgan.[87]

Blackbird uchuvchilari va RSOlarga uzoq muddatli razvedka parvozlari uchun oziq-ovqat va ichimliklar berildi. Suv idishlarida uzun somonlar bor edi, ularni ekipaj a'zolari dubulg'aning oynasida ko'zguga qarab ochishdi. Ovqat ekipaj a'zosining og'ziga dubulg'a teshigi orqali oziq-ovqat etkazib beradigan tish pastasi naychalariga o'xshash yopiq idishlarda bo'lgan.[88][39]

Operatsion tarixi

Asosiy davr

SR-71 ning birinchi parvozi 1964 yil 22 dekabrda USAFda amalga oshirildi Zavod 42 yilda Palmdeyl, Kaliforniya tomonidan boshqarilgan Bob Gilliland.[89][90] SR-71 parvoz sinovlari paytida Mach 3.4 tezligiga erishdi,[91][92] uchuvchi mayor bilan Brayan Shul Liviya ustidan raketadan qochib qutulish paytida Mach 3.5 tezligini operatsion tartibda qayd etish.[93] Xizmatga kirgan birinchi SR-71 samolyotga etkazib berildi 4200-chi (keyinroq, 9-chi) strategik razvedka qanoti da Beale aviatsiya bazasi, Kaliforniya, 1966 yil yanvar oyida.[94]

SR-71 samolyotlari birinchi bo'lib 9-SRW ishlayotgan joyga (OL-8) etib kelishdi Kadena aviabazasi, Okinava, Yaponiya, 8 mart 1968 yil.[95] Ushbu dasturlar "Yorqin issiqlik" deb nomlangan, dastur umuman "Katta toj" deb nomlangan. Shimoliy Vetnam bo'ylab razvedka missiyalari "Qora qalqon" deb nomlangan va keyinchalik 1968 yil oxirida "Gigant o'lchov" deb o'zgartirilgan.[96] 1968 yil 21 martda mayor (keyinchalik general) Jerom F. O'Malley va mayor Edvard D. Peyn birinchi operatsion SR-71 samolyotida uchishdi sortie SR-71 seriyali 61-7976 raqamli Kadena AFB, Okinava.[95] Faoliyati davomida ushbu samolyot (976) 2981 parvoz soatini yig'di va 942 marta parvoz qildi (boshqa SR-71 dan ko'proq), shu jumladan Beale AFB dan 257 ta operatsion missiya; Palmdeyl, Kaliforniya; Kadena aviabazasi, Okinava, Yaponiya; va RAF Mildenxoll, Buyuk Britaniya. Samolyot Amerika Qo'shma Shtatlari havo kuchlarining milliy muzeyi yaqin Dayton, Ogayo shtati 1990 yil mart oyida.

Missiya tiklangandan so'ng talab qilinadigan kengaytirilgan burilish tufayli USAF har SR-71-ni o'rtacha haftada bir marta uchishi mumkin edi. Ko'pincha samolyot perchinlar yo'qolgan, delaminatsiyalangan panellar yoki boshqa singan qismlar, masalan ta'mirlashni yoki almashtirishni talab qiladigan kirish joylari bilan qaytib keladi. Ta'mirlash zarurati sababli samolyot bir oy davomida yana uchishga tayyor bo'lmasligi holatlari bo'lgan. Rob Vermeland, Lockheed Martin Advanced Development Programme dasturining menejeri 2015 yilda bergan intervyusida yuqori templi operatsiyalar SR-71 uchun real emasligini aytdi. "Agar bizda bu erda angarda o'tirgan bo'lsa va ekipaj boshlig'iga hozirda missiya rejalashtirilganligi aytilgan bo'lsa, u holda 19 soatdan keyin u uchib ketishga tayyor bo'lar edi."[97]

Blackbirdning 1968 yilda Shimoliy Vetnam va Laos ustidan razvedka missiyalari boshlanishidan boshlab, SR-71 samolyotlari o'rtacha bitta sortie qariyb ikki yil davomida bir hafta. 1970 yilga kelib SR-71 samolyotlari haftasiga o'rtacha ikki marotaba parvoz qilar edilar va 1972 yilga kelib ular har kuni bir martadan parvoz qilishdi. Ushbu topshiriqlar paytida ikkita SR-71 yo'qolgan, ulardan biri 1970 yilda va ikkinchi samolyot 1972 yilda, ikkalasi ham mexanik nosozliklar tufayli.[98][99] Vetnam urushi davrida kashfiyot missiyalari davomida shimoliy vetnamliklar SR-71 samolyotlariga qariyb 800 SAM o'q uzdilar, ularning hech biri zarba berishga muvaffaq bo'lmadi.[100] Uchuvchilar xabar berishicha, radarlar boshqarilmasdan va uchirishni aniqlamagan holda uchirilgan raketalar samolyotdan 150 metr (140 m) yaqin masofada o'tgan. [101]

Dastlabki loyiha Xabu logotip

Okinavada joylashganda SR-71 samolyotlari va ularning ekipaj a'zolari taxallusga ega bo'lishdi Xabu (ulardan oldingi A-12lar kabi) a ilon Okinava aholisi samolyotga o'xshash deb o'ylagan Yaponiyaning mahalliy aholisi.[7]

Taxminan 1990 yilga kelib butun Blackbird oilasi (YF-12, A-12 va SR-71) uchun operatsion voqealar quyidagilarni o'z ichiga olgan:[102]

  • 3551 ta missiya parvozi amalga oshirildi
  • Jami 17,300 parvozlar amalga oshirildi
  • 11 008 missiya parvoz soatlari
  • Jami parvoz soatlari 53.490
  • 2,752 soat Mach 3 marta (missiyalar)
  • 11,675 soat Mach 3 marta (jami)

Faqat bitta ekipaj a'zosi - "Lockheed" parvoz-sinov razvedkasi va navigatsiya tizimlari mutaxassisi Jim Zvayer parvoz paytida halok bo'ldi.[83] Qolgan ekipaj a'zolari havodan chiqarib yuborishdi yoki samolyotlarini erga evakuatsiya qilishdi.

Evropa reyslari

Evropadagi operatsiyalar Angliyaning RAF Mildenhall kompaniyasidan edi. Ikkita marshrut bor edi. Ulardan biri Norvegiyaning g'arbiy qirg'og'ida va undan yuqoriroqda edi Kola yarim oroli Sovet dengiz flotining Shimoliy flotiga tegishli bir necha yirik dengiz bazalarini o'z ichiga olgan. O'tgan yillar davomida Norvegiyada bir nechta favqulodda qo'nish sodir bo'ldi, to'rttasi Bododa va ulardan ikkitasi 1981 yilda (Baldan uchib ketishgan) va 1985 yilda. Qutqaruv guruhlari jo'nashidan oldin samolyotlarni ta'mirlash uchun yuborilgan. Bir safar dvigatel bilan bitta to'liq qanot almashtirildi, samolyotni yana havoga ko'tarishning eng oson yo'li.[103][104] Mildenxolldan boshqa yo'l Boltiq dengizi, Baltic Express nomi bilan tanilgan.

Shvetsiya havo kuchlari qiruvchi uchuvchilar o'zlarining radarlarini SR-71 da o'q otish masofasidan bir necha marta qulflashga muvaffaq bo'lishdi.[105][106][tushuntirish kerak ] Maqsadli yoritish maqsadli joylashishni yerdagi radarlardan tortib, yong'inni boshqarish kompyuteriga etkazib berish orqali ta'minlandi JA 37 Viggen tutuvchi.[107] Uchun eng keng tarqalgan sayt qulflangan orasidagi xalqaro havo maydonining ingichka qismi edi Oland va Gotland SR-71 samolyotlari qaytish reyslarida foydalangan.[108][109][110]

1987 yil 29-iyun kuni SR-71 Boltiq dengizi atrofida sovet postlarini josuslik qilish uchun topshiriqni bajarayotganda dvigatellardan biri portladi. The aircraft, which was at 20 km altitude, quickly lost altitude and turned 180° to the left and turned over Gotland to search for the Swedish coast. Thus, Swedish airspace was violated, whereupon two armed Saab JA 37 Viggens on an exercise at the height of Västervik were ordered there. The mission was to do an incident preparedness check and identify an aircraft of high interest. It was found that the plane was in obvious distress and a decision was made that the Swedish Air Force would escort the plane out of the Baltic Sea. A second round of armed JA-37s from Ängelholm replaced the first pair and completed the escort to Danish airspace. The event had been classified for over 30 years, and when the report was unsealed, data from the NSA showed that a few MiG-25 with the order to shoot down the SR-71 or force it to land, had started right after the engine failure. A MiG-25 had locked a missile on the damaged SR-71, but as the aircraft was under escort, no missiles were fired. On 29 November 2018, the four Swedish pilots involved were awarded medals from the USAF.[111][112]

Initial retirement

One view is that the SR-71 program was terminated due to Pentagon politics, and not because the aircraft had become obsolete, irrelevant, suffered maintenance problems or had unsustainable program costs.[25] In the 1970s and early 1980s, SR-71 squadron and wing commanders were often promoted into higher positions as general officers within the USAF structure and the Pentagon. (In order to be selected into the SR-71 program in the first place, a pilot or navigator (RSO) had to be a top-quality USAF officer, so continuing career progression for members of this elite group was not surprising.) These generals were adept at communicating the value of the SR-71 to a USAF command staff and a Congress who often lacked a basic understanding of how the SR-71 worked and what it did. However, by the mid-1980s, these SR-71 generals all had retired, and a new generation of USAF generals wanted to cut the program's budget and spend its funding on new strategik bombardimonchi programs instead, especially the very expensive B-2 ruhi.[25]

The USAF may have seen the SR-71 as a bargaining chip to ensure the survival of other priorities. Also, the SR-71 program's "product", which was operational and strategic intelligence, was not seen by these generals as being very valuable to the USAF. The primary consumers of this intelligence were the CIA, NSA, and DIA. A general misunderstanding of the nature of aerial reconnaissance and a lack of knowledge about the SR-71 in particular (due to its secretive development and operations) was used by detractors to discredit the aircraft, with the assurance given that a replacement was under development. Dik Cheyni told the Senate Appropriations Committee that the SR-71 cost $85,000 per hour to operate.[113] Opponents estimated the aircraft's support cost at $400 to $700 million per year, though the cost was actually closer to $300 million.[25]

The SR-71, while much more capable than the Lockheed U-2 in terms of range, speed, and survivability, suffered the lack of a ma'lumotlar havolasi, which the U-2 had been upgraded to carry. This meant that much of the SR-71's imagery and radar data could not be used in real time, but had to wait until the aircraft returned to base. This lack of immediate real-time capability was used as one of the justifications to close down the program. Attempts to add a datalink to the SR-71 were stymied early on by the same factions in the Pentagon and Congress who were already set on the program's demise, even in the early 1980s.[25] These same factions also forced expensive sensor upgrades to the SR-71, which did little to increase its mission capabilities, but could be used as justification for complaining about the cost of the program.[25]

In 1988, Congress was convinced to allocate $160,000 to keep six SR-71s and a trainer model in flyable storage that could become flightworthy within 60 days. However, the USAF refused to spend the money. While the SR-71 survived attempts to retire it in 1988, partly due to the unmatched ability to provide high-quality coverage of the Kola Peninsula for the US Navy,[114] the decision to retire the SR-71 from active duty came in 1989, with the last missions flown in October that year.[115] Four months after the plane's retirement, General Norman Shvartskopf kichik., was told that the expedited reconnaissance, which the SR-71 could have provided, was unavailable during "Cho'l bo'roni" operatsiyasi.[116]

The SR-71 program's main operational capabilities came to a close at the end of fiscal year 1989 (October 1989). The 1st SRS kept its pilots and aircraft operational and active, and flew some operational reconnaissance missions through the end of 1989 and into 1990, due to uncertainty over the timing of the final termination of funding for the program. The squadron finally closed in mid-1990, and the aircraft were distributed to static display locations, with a number kept in reserve storage.[25]

Qayta faollashtirish

From the operator's perspective, what I need is something that will not give me just a spot in time but will give me a track of what is happening. When we are trying to find out if the Serblar are taking arms, moving tanks or artillery into Bosniya, we can get a picture of them stacked up on the Serbian side of the bridge. We do not know whether they then went on to move across that bridge. We need the [data] that a tactical, an SR-71, a U-2, or an unmanned vehicle of some sort, will give us, in addition to, not in replacement of, the ability of the satellites to go around and check not only that spot but a lot of other spots around the world for us. It is the integration of strategic and tactical.

— Response from Admiral Richard C. Macke to the Senate Committee on Armed Services.[117]

Due to unease over political situations in the Middle East and Shimoliy Koreya, the U.S. Congress re-examined the SR-71 beginning in 1993.[116] Kontr-admiral Thomas F. Hall addressed the question of why the SR-71 was retired, saying it was under "the belief that, given the time delay associated with mounting a mission, conducting a reconnaissance, retrieving the data, processing it, and getting it out to a field commander, that you had a problem in timelines that was not going to meet the tactical requirements on the modern battlefield. And the determination was that if one could take advantage of technology and develop a system that could get that data back real time... that would be able to meet the unique requirements of the tactical commander." Hall also stated they were "looking at alternative means of doing [the job of the SR-71]."[117]

Macke told the committee that they were "flying U-2s, RC-135s, [and] other strategic and tactical assets" to collect information in some areas.[117] Senator Robert Berd and other Senators complained that the "better than" successor to the SR-71 had yet to be developed at the cost of the "good enough" serviceable aircraft. They maintained that, in a time of constrained military budgets, designing, building, and testing an aircraft with the same capabilities as the SR-71 would be impossible.[102]

Congress's disappointment with the lack of a suitable replacement for the Blackbird was cited concerning whether to continue funding imaging sensors on the U-2. Congressional conferees stated the "experience with the SR-71 serves as a reminder of the pitfalls of failing to keep existing systems up-to-date and capable in the hope of acquiring other capabilities."[102] It was agreed to add $100 million to the budget to return three SR-71s to service, but it was emphasized that this "would not prejudice support for long-endurance PHA [such as the Global Hawk ]." The funding was later cut to $72.5 million.[102] The Skunk Works was able to return the aircraft to service under budget at $72 million.[118]

Retired USAF Colonel Jay Murphy was made the Program Manager for Lockheed's reactivation plans. Retired USAF Colonels Don Emmons and Barry MacKean were put under government contract to remake the plane's logistic and support structure. Still-active USAF pilots and Reconnaissance Systems Officers (RSOs) who had worked with the aircraft were asked to volunteer to fly the reactivated planes. The aircraft was under the command and control of the 9-razvedka qanoti at Beale Air Force Base and flew out of a renovated hangar at Edvards havo kuchlari bazasi. Modifications were made to provide a data-link with "near real-time" transmission of the Advanced Synthetic Aperture Radar's imagery to sites on the ground.[102]

Final retirement

The reactivation met much resistance: the USAF had not budgeted for the aircraft, and UAV developers worried that their programs would suffer if money was shifted to support the SR-71s. Also, with the allocation requiring yearly reaffirmation by Congress, long-term planning for the SR-71 was difficult.[102] In 1996, the USAF claimed that specific funding had not been authorized, and moved to ground the program. Congress reauthorized the funds, but, in October 1997, President Bill Klinton attempted to use the satrdagi veto to cancel the $39 million allocated for the SR-71. 1998 yil iyun oyida AQSh Oliy sudi deb qaror qildi line-item veto was unconstitutional. All this left the SR-71's status uncertain until September 1998, when the USAF called for the funds to be redistributed; the USAF permanently retired it in 1998.

NASA operated the two last airworthy Blackbirds until 1999.[119] All other Blackbirds have been moved to museums except for the two SR-71s and a few D-21 drones retained by the NASA Drayden parvozlarini o'rganish markazi (keyinchalik nomi o'zgartirildi Armstrong parvozlarni o'rganish markazi ).[118]

Xronologiya

1950-1960 yillar

  • 24 December 1957: First J58 engine run
  • 1 May 1960: Frensis Gari Pauers is shot down in a Lockheed U-2 Sovet Ittifoqi ustidan
  • 13 June 1962: SR-71 mock-up reviewed by the USAF
  • 30 July 1962: J58 completes pre-flight testing
  • 28 December 1962: Lockheed signs contract to build six SR-71 aircraft
  • 25 July 1964: President Johnson makes public announcement of SR-71
  • 29 October 1964: SR-71 prototype (AF Ser. No. 61-7950) delivered to Air Force Plant 42 at Palmdale, California
  • 7 December 1964: Beale AFB, CA, announced as base for SR-71
  • 22 December 1964: First flight of the SR-71, with Lockheed test pilot Robert J "Bob" Gilliland at Palmdale[120]
  • 21 July 1967: Jim Watkins and Dave Dempster fly first international sortie in SR-71A, AF Ser. No. 61-7972, when the Astro-Inertial Navigation System (ANS) fails on a training mission and they accidentally fly into Mexican airspace
  • 5 February 1968: Lockheed ordered to destroy A-12, YF-12, and SR-71 tooling
  • 8 March 1968: First SR-71A (AF Ser. No. 61-7978) arrives at Kadena AB, Okinawa to replace A-12s
  • 21 March 1968: First SR-71 (AF Ser. No. 61-7976) operational mission flown from Kadena AB over Vietnam
  • 29 May 1968: CMSgt Bill Gornik begins the tie-cutting tradition of Habu crews' neckties

1970-80-yillar

  • 3 December 1975: First flight of SR-71A (AF Ser. No. 61-7959) in "big tail" configuration
  • 20 April 1976: TDY operations started at RAF Mildenxoll, United Kingdom with SR-71A, AF Ser. No. 61-7972
  • 27–28 July 1976: SR-71A sets speed and altitude records (altitude in horizontal flight: 85,068.997 ft (25,929.030 m) and speed over a straight course: 2,193.167 miles per hour (3,529.560 km/h))
  • 1980 yil avgust: Honeywell starts conversion of AFICS to DAFICS
  • 15 January 1982: SR-71B, AF Ser. No. 61-7956, flies its 1,000th sortie
  • 21 April 1989: SR-71, AF Ser. No. 61-7974, is lost due to an engine explosion after taking off from Kadena AB, the last Blackbird to be lost[4][5]
  • 22 November 1989: USAF SR-71 program officially terminated

1990-yillar

  • 6 March 1990: Last SR-71 flight under Senior Crown program, setting four speed records en route to the Smithsonian Institution
  • 25 July 1991: SR-71B, AF Ser. No. 61-7956/NASA No. 831 officially delivered to NASA Dryden Flight Research Center at Edvards AFB, Kaliforniya
  • October 1991: NASA engineer Marta Bon-Meyer becomes the first female SR-71 crew member
  • 28 September 1994: Congress votes to allocate $100 million for reactivation of three SR-71s
  • 28 June 1995: First reactivated SR-71 returns to USAF as Detachment 2
  • 9 October 1999: The last flight of the SR-71 (AF Ser. No. 61-7980/NASA 844)

Yozuvlar

View from the cockpit at 83,000 feet (25,000 m) over the Atlantic Ocean[121]

The SR-71 was the world's fastest and highest-flying air-breathing operational manned aircraft throughout its career. On 28 July 1976, SR-71 serial number 61-7962, piloted by then Captain Robert Helt, broke the world record: an "absolute altitude record" of 85,069 feet (25,929 m).[10][122][123][124] Several aircraft have exceeded this altitude in kattalashtirish ko'tariladi, but not in sustained flight.[10] That same day SR-71 serial number 61-7958 set an mutlaq tezlik rekordi of 1,905.81 knots (2,193.2 mph; 3,529.6 km/h), approximately Mach 3.3.[10][124] SR-71 uchuvchisi Brayan Shul kitobida aytilgan Qo'lga olinmaydigan narsalar that he flew in excess of Mach 3.5 on 15 April 1986 over Libya to evade a missile.[93]

The SR-71 also holds the "speed over a recognized course" record for flying from New York to London—distance 3,461.53 miles (5,570.79 km), 1,806.964 miles per hour (2,908.027 km/h), and an elapsed time of 1 hour 54 minutes and 56.4 seconds—set on 1 September 1974, while flown by USAF pilot James V. Sullivan and Noel F. Widdifield, reconnaissance systems officer (RSO).[125] This equates to an average speed of about Mach 2.72, including deceleration for in-flight refueling. Peak speeds during this flight were likely closer to the declassified top speed of over Mach 3.2. For comparison, the best commercial Konkord flight time was 2 hours 52 minutes and the Boeing 747 averages 6 hours 15 minutes.

On 26 April 1971, 61-7968, flown by majors Thomas B. Estes and Dewain C. Vick, flew over 15,000 miles (24,000 km) in 10 hours and 30 minutes. This flight was awarded the 1971 Mackay Trophy for the "most meritorious flight of the year" and the 1972 Harmon Trophy for "most outstanding international achievement in the art/science of aeronautics".[126]

SR-71 samolyotining
Uchuvchi Lt. Col. Ed Yeilding and RSO Lt. Col. Joe Vida on 6 March 1990, the last SR-71 Senior Crown flight

When the SR-71 was retired in 1990, one Blackbird was flown from its birthplace at USAF Zavod 42 yilda Palmdeyl, Kaliforniya, to go on exhibit at what is now the Smitson instituti "s Stiven F. Udvar-Xazi markazi yilda Chantilly, Virjiniya. On 6 March 1990, Lt. Col. Raymond E. Yeilding and Lt. Col. Joseph T. Vida piloted SR-71 S/N 61-7972 on its final Senior Crown flight and set four new speed records in the process:

  • Los Angeles, California, to Washington, D.C., distance 2,299.7 miles (3,701.0 km), average speed 2,144.8 miles per hour (3,451.7 km/h), and an elapsed time of 64 minutes 20 seconds.[125][127]
  • G'arbiy Sohil ga Sharqiy qirg'oq, distance 2,404 miles (3,869 km), average speed 2,124.5 miles per hour (3,419.1 km/h), and an elapsed time of 67 minutes 54 seconds.
  • Kansas City, Missouri, to Washington, D.C., distance 942 miles (1,516 km), average speed 2,176 miles per hour (3,502 km/h), and an elapsed time of 25 minutes 59 seconds.
  • St. Louis, Missouri, to Cincinnati, Ohio, distance 311.4 miles (501.1 km), average speed 2,189.9 miles per hour (3,524.3 km/h), and an elapsed time of 8 minutes 32 seconds.

These four speed records were accepted by the Milliy aviatsiya assotsiatsiyasi (NAA), the recognized body for aviation records in the United States.[128] Qo'shimcha ravishda, Air & Space / Smithsonian reported that the USAF clocked the SR-71 at one point in its flight reaching 2,242.48 miles per hour (3,608.92 km/h).[129] After the Los Angeles–Washington flight, on 6 March 1990, Senator Jon Glenn ga murojaat qildi Amerika Qo'shma Shtatlari Senati, chastising the Mudofaa vazirligi for not using the SR-71 to its full potential:

Mr. President, the termination of the SR-71 was a grave mistake and could place our nation at a serious disadvantage in the event of a future crisis. Yesterday's historic transcontinental flight was a sad memorial to our short-sighted policy in strategic aerial reconnaissance.[130]

Voris

Asosiy maqola: Lockheed Martin SR-72

Speculation existed regarding a replacement for the SR-71, including a rumored aircraft codenamed Avrora. The limitations of razvedka sun'iy yo'ldoshlari, which take up to 24 hours to arrive in the proper orbit to photograph a particular target, make them slower to respond to demand than reconnaissance planes. The fly-over orbit of spy satellites may also be predicted and can allow assets to be hidden when the satellite is above, a drawback not shared by aircraft. Thus, there are doubts that the US has abandoned the concept of spy planes to complement reconnaissance satellites.[131] Uchuvchisiz uchish apparatlari (UAVs) are also used for much aerial reconnaissance in the 21st century, being able to overfly hostile territory without putting human pilots at risk, as well as being smaller and harder to detect than man-carrying aircraft.

On 1 November 2013, media outlets reported that Skunk Works has been working on an unmanned reconnaissance airplane it has named SR-72, which would fly twice as fast as the SR-71, at Mach 6.[132][133] However, the USAF is officially pursuing the Northrop Grumman RQ-180 UAV to take up the SR-71's strategic ISR role.[134]

Variantlar

SR-71B on display at the Havo hayvonot bog'i
  • SR-71A was the main production variant.
  • SR-71B was a trainer variant.[135]
  • SR-71C was a hybrid aircraft composed of the rear fuselage of the first YF-12A (S/N 60-6934) and the forward fuselage from an SR-71 static test unit. The YF-12 had been wrecked in a 1966 landing accident. This Blackbird was seemingly not quite straight and had a yaw at supersonic speeds.[136] It was nicknamed "The Bastard".[137][138]

Operatorlar

 Qo'shma Shtatlar

Amerika Qo'shma Shtatlari havo kuchlari[139][140][141]

Havo kuchlari tizimlari qo'mondonligi
4786th Test Squadron 1965–1970
SR-71 Flight Test Group 1970–1990
Strategik havo qo'mondonligi
1st Strategic Reconnaissance Squadron 1966–1990
99th Strategic Reconnaissance Squadron 1966–1971
1-otryad, Kadena aviabazasi, Yaponiya 1968–1990
4-otryad, RAF Mildenxoll. Angliya 1976–1990
Havo jangovar qo'mondonligi
(Forward Operating Locations at Eielson AFB, Alaska; Griffis AFB, New York; Seymour-Johnson AFB, North Carolina; Diego Garcia and Bodo, Norway 1973–1990)

Milliy aviatsiya va kosmik ma'muriyat (NASA)[142]

Accidents and aircraft disposition

SR-71 at Pima Air & Space Museum, Tucson, Arizona
Close-up of the SR-71B operated by NASA's Dryden Flight Research Center, Edvards AFB, Kaliforniya
SR-71A at the Amerika Qo'shma Shtatlari havo kuchlarining milliy muzeyi
Detail of SR-71A at the Aviatsiya muzeyi, Robins AFB

Twelve SR-71s were lost and one pilot died in accidents during the aircraft's service career.[4][5] Eleven of these accidents happened between 1966 and 1972.

List of SR-71 Blackbirds
AF serial numberModelJoylashuv yoki taqdir
61-7950SR-71ALost, 10 January 1967
61-7951SR-71APima havo va kosmik muzeyi (qo'shni Devis-Montan havo kuchlari bazasi ), Tusson, Arizona. Loaned to NASA as "YF-12A 60-6935". Currently at the National Museum of the United States Air Force in Dayton, Ohio.[143][144]
61-7952SR-71ALost in Mach 3 mid-air breakup near Tukumkari, Nyu-Meksiko, 25 January 1966[83][145][146]
61-7953SR-71ALost, 18 December 1969[147]
61-7954SR-71ALost, 11 April 1969
61-7955SR-71AAir Force Flight Test Center Museum, Edvards havo kuchlari bazasi, Kaliforniya[148]
61-7956SR-71BHavo hayvonot bog'i, Kalamazoo, Michigan (ex-NASA831)
61-7957SR-71BLost, 11 January 1968
61-7958SR-71AAviatsiya muzeyi, Robins aviabazasi, Warner Robins, Jorjiya
61-7959SR-71AHavo kuchlarining qurollanish muzeyi, Eglin havo kuchlari bazasi, Florida[149]
61-7960SR-71AQal'aning havo muzeyi birinchisida Qal'aning havo kuchlari bazasi, Atwater, Kaliforniya
61-7961SR-71AKosmosfera, Xatchinson, Kanzas
61-7962SR-71ABritaniyadagi Amerika havo muzeyi, Duxford imperatorlik urushi muzeyi, Cambridgeshire, Angliya[150]
61-7963SR-71ABeale aviatsiya bazasi, Merisvill, Kaliforniya
61-7964SR-71AStrategik havo qo'mondonligi va aerokosmik muzeyi, Ashland, Nebraska
61-7965SR-71ALost, 25 October 1967
61-7966SR-71ALost, 13 April 1967
61-7967SR-71ABarksdeyl aviatsiyasi bazasi, Bossier Siti, Luiziana
61-7968SR-71AVirjiniya Ilmiy muzeyi, Richmond, Virjiniya
61-7969SR-71ALost, 10 May 1970
61-7970SR-71ALost, 17 June 1970
61-7971SR-71AEvergreen Aviation Museum, McMinnville, Oregon
61-7972SR-71ASmitson instituti Stiven F. Udvar-Xazi markazi, Vashington Dulles xalqaro aeroporti, Chantilly, Virginia
61-7973SR-71ABlackbird Airpark, Air Force Plant 42, Palmdeyl, Kaliforniya
61-7974SR-71ALost, 21 April 1989
61-7975SR-71AMart Field Air muzeyi, Mart havo zaxiralari bazasi (avvalgi Mart AFB ), Riversayd, Kaliforniya[151]
61-7976SR-71AAmerika Qo'shma Shtatlari havo kuchlarining milliy muzeyi, Rayt-Patterson harbiy-havo bazasi, yaqin Dayton, Ogayo shtati
61-7977SR-71ALost, 10 October 1968. Cockpit section survived and located at the Sietldagi parvozlar muzeyi.
61-7978SR-71ANicknamed "Rapid Rabbit" and wearing a Playboy quyoni image as tail art.[152] (wearing a "black bunny" logo on its tail). Lost, 20 July 1972[4]
61-7979SR-71ALaklend havo kuchlari bazasi, San-Antonio, Texas
61-7980SR-71AArmstrong parvozlarni o'rganish markazi, Edvards havo kuchlari bazasi, Kaliforniya[153]
61-7981SR-71CTepalik aerokosmik muzeyi, Tepalik havo kuchlari bazasi, Ogden, Yuta (formerly YF-12A 60-6934)

Some secondary references use incorrect 64- series aircraft serial numbers (masalan. SR-71C 64-17981)[154]

After completion of all USAF and NASA SR-71 operations at Edwards AFB, the SR-71 Flight Simulator was moved in July 2006 to the Parvozlar muzeyi chegaralari da Sevgi Field aeroporti Texas shtatining Dallas shahrida.[155]

Specifications (SR-71A)

SR-71A Blackbirdning orfografik proektsiyalangan diagrammasi.

Ma'lumotlar Lockheed SR-71 Blackbird[156]

Umumiy xususiyatlar

  • Ekipaj: 2; Pilot and reconnaissance systems officer (RSO)
  • Uzunlik: 107 ft 5 in (32.74 m)
  • Qanotlari: 16 fut 94 metr (16.94 m)
  • Balandligi: 18 ft 6 in (5.64 m)
  • Wheel track: 16 ft 8 in (5 m)
  • Dingil masofasi: 37 ft 10 in (12 m)
  • Qanot maydoni: 1800 kvadrat metr (170 m.)2)
  • Aspekt nisbati: 1.7
  • Bo'sh vazn: 67,500 lb (30,617 kg)
  • Brutto vazni: 152,000 lb (68,946 kg)
  • Maksimal parvoz og'irligi: 172,000 lb (78,018 kg)
  • Yoqilg'i hajmi: 12,219.2 US gal (10,174.6 imp gal; 46,255 l) in 6 tank groups (9 tanks)
  • Elektr stansiyasi: 2 × Pratt & Whitney J58 (JT11D-20J or JT11D-20K) afterburning turbojets, 25,000 lbf (110 kN) thrust each
JT11D-20J 32,500 lbf (144.57 kN) wet (fixed inlet guidevanes)
JT11D-20K 34,000 lbf (151.24 kN) wet (2-position inlet guidevanes)

Ishlash

  • Maksimal tezlik: 1,910 kn (2,200 mph, 3,540 km/h) at 80,000 ft (24,000 m)
  • Maksimal tezlik: Mach 3.32[N 5]
  • Parom oralig'i: 2,824 nmi (3,250 mi, 5,230 km)
  • Xizmat tavanı: 85,000 ft (26,000 m)
  • Toqqa chiqish darajasi: 11,820 ft/min (60.0 m/s)
  • Qanotni yuklash: 84 lb / sq ft (410 kg / m)2)
  • Bosish / og'irlik: 0.44

Avionika
3,500 lb (1,588 kg) of mission equipment

  • Itek KA-102A 36–48 in (910–1,220 mm) camera
  • SIGINT and ELINT equipment in the following compartments
  • A - nose radar
  • D - right chine bay
  • E - electronics bay
  • K - left forward mission bay
  • L - right forward mission bay
  • M - left forward mission bay
  • N - right forward mission bay
  • P - left aft mission bay
  • Q - right aft mission bay
  • R - radio equipment bay
  • S - left aft mission bay
  • T - right aft mission bay

Shuningdek qarang

Bilan bog'liq rivojlanish

Taqqoslanadigan roli, konfiguratsiyasi va davridagi samolyotlar

Tegishli ro'yxatlar

Adabiyotlar

Izohlar

  1. ^ See the opening fly page in Paul Crickmore's book SR-71, Secret Missions Exposed, which contains a copy of the original R-12 labeled plan view drawing of the vehicle.
  2. ^ Crickmore, SR-71, Secret Missions Exposed, original R-12 labeled plan view drawing
  3. ^ Lockheed obtained the metal from the SSSR davomida Sovuq urush, under many guises to prevent the Soviet government from discovering for what it was to be used.
  4. ^ Qarang Blackbird with Canards image for visual.
  5. ^ Maximum speed limit was Mach 3.2, but could be raised to Mach 3.3 if the engine compressor inlet temperature did not exceed 801 °F (427 °C).[157]

Iqtiboslar

  1. ^ Edwards, Owen (July 2009). "The Ultimate Spy Plane". Smithsonian jurnali. Olingan 27 noyabr 2017. The 32 Blackbirds cost an average of $34 million each.
  2. ^ "SR-71 Blackbird." lockheedmartin.com. Retrieved: 14 March 2010.
  3. ^ a b "SR-71 Blackbird." PBS documentary, Aired: 15 November 2006.
  4. ^ a b v d e Landis and Jenkins 2005, pp. 98, 100–101.
  5. ^ a b v Pace 2004, pp. 126–127.
  6. ^ Artie Villasanta (23 November 2018). "U.S. Pushes Hard To Build SR-72 Hypersonic Fighter". Business Times.
  7. ^ a b Crickmore 1997, p. 64.
  8. ^ Landis and Jenkins 2005, p. 78.
  9. ^ Pace 2004, p. 159.
  10. ^ a b v d "Records: Sub-class : C-1 (Landplanes) Group 3: turbo-jet." records.fai.org. Retrieved: 30 June 2011.
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