Lockheed SR-71A
Pima Air & Space Museum
Lockheed SR-71A
When Lyndon Johnson announced the existence of the SR-71 Blackbird on July 24, 1964, he provided fuel for many pilot's fondest aviation fantasy: to fly the fastest and to fly the highest. Having a top speed in excess of mach 3, and the ability to cruise at over 80,000 feet, the Blackbird would become the pinnacle of many pilots' aviation careers.
The road to the forward cockpit of the SR-71 started with a college education and entry into the commissioned ranks of the Air Force. Then would follow Undergraduate Pilot Training and one or more flying assignments in which the new pilot would gain experience. Only after proving themselves as a military aviator could a pilot begin to consider a transition to the Blackbird.
It was not unusual to have doubts regarding the choice to apply for the SR-71 program, and for good reason. The selection process was grueling. The reconnaissance mission required significant flight discipline and was highly classified, requiring security clearance above Top Secret. SR-71 pilots spent many months of the year away from their home base, and the resulting family sacrifices were significant.
The selection process for the aircrew of a rather unique aircraft was itself unusual. The prospective candidates would prepare a highly detailed application and have to pass both intensive flying and physical examinations. Then the interviews began. This process not only included the expected visits to SR-71 unit commander's and operations officer's offices, the prospect would also meet many of the active SR-71 pilots, all of whom would be informally interviewing, analyzing and probing the character of the officer.
After the interviews, a board would be formed from the cadre of experiences SR pilots. They would frankly and fairly discuss all of the applicants. Naturally, it was important that flying skills be given precedence along with the ability to handle difficult situations suitably.
SR-71 aircrews were selected and trained as a team consisting of a pilot and a Reconnaissance Systems Officer or "RSO." The team approach provided the opportunity for a pilot and his backseater to bond together as a cohesive unit, acting as though they were one individual. Training for SR-71 aircrews lasted about 10 months, and was accomplished at the primary SR-71 unit at Beale AFB, California.
The initial hurdle was to pass the first 12 simulator flights. Then the new pilot would fly five missions with an instructor pilot in one of the SR-71B's - the Blackbird variant with the second pilot's cockpit above and behind the main cockpit. Even these first training missions included flight at Mach 3, under the theory "Subsonic time is a waste of time!" Afterwards the pilot was cleared to solo in the SR-71A with an experienced RSO in the back seat for one mission, and thereafter with their permanent RSO partner.
Pilots needed to go through 150 hours of simulator training and to fly 100 hours in the aircraft before they would be considered "Combat Ready" to fly operational missions.
While no doubt an enjoyable challenge, training to fly the fastest and highest flying aircraft in the world was demanding in the extreme. But at some point during his training, when the new SR-71 pilot woke up one morning to find the traditional silhouette of the Blackbird painted on his driveway, he knew he had arrived as a member of a very special, unique community.
SR-71A SN: 61-7951
July 28, 1976: World absolute speed record; 2,393 mph
July 28, 1976: World absolute speed record for sustained height; 85,969 feet
September 1, 1974: New York to London; 1 hr 55 min 42 sec
March 6, 1999: Los Angeles to Washington, DC; 1 hr 4 min 29 sec
The SR-71 on display is the second one built and the oldest survivor. It was rolled off the assembly line October 20, 1964 and first flew March 5, 1965. Used as a systems test bed it flew primarily from Palmdale, CA. In 1971, this plane was loaned to NASA to replace a YF-12 that had been lost in an accident. In order to disguise the fact that NASA was flying one of the still highly classified SR-71s the plane was redesignated as a YF-12C and given the serial number 60-6937. Ironically this is actually the serial number of one of the CIA's still top-secret A-12s. In October 1978, the Blackbird was returned to the Air Force and given its original number back. Only two months later it was retired to storage at Palmdale. With the retirement of the SR-71 from Air Force service in 1990, Blackbirds became available for museum displays and the US Air Force Museum. The serial number 64-17951 has often been erroneously attributed to this aircraft. This confusion is likely due to the USAF often changing serial numbers on the Blackbirds to obscure the actual number of SR-71s in their inventory.
Lockheed SR-71A
Pima Air & Space Museum
Lockheed SR-71A
When Lyndon Johnson announced the existence of the SR-71 Blackbird on July 24, 1964, he provided fuel for many pilot's fondest aviation fantasy: to fly the fastest and to fly the highest. Having a top speed in excess of mach 3, and the ability to cruise at over 80,000 feet, the Blackbird would become the pinnacle of many pilots' aviation careers.
The road to the forward cockpit of the SR-71 started with a college education and entry into the commissioned ranks of the Air Force. Then would follow Undergraduate Pilot Training and one or more flying assignments in which the new pilot would gain experience. Only after proving themselves as a military aviator could a pilot begin to consider a transition to the Blackbird.
It was not unusual to have doubts regarding the choice to apply for the SR-71 program, and for good reason. The selection process was grueling. The reconnaissance mission required significant flight discipline and was highly classified, requiring security clearance above Top Secret. SR-71 pilots spent many months of the year away from their home base, and the resulting family sacrifices were significant.
The selection process for the aircrew of a rather unique aircraft was itself unusual. The prospective candidates would prepare a highly detailed application and have to pass both intensive flying and physical examinations. Then the interviews began. This process not only included the expected visits to SR-71 unit commander's and operations officer's offices, the prospect would also meet many of the active SR-71 pilots, all of whom would be informally interviewing, analyzing and probing the character of the officer.
After the interviews, a board would be formed from the cadre of experiences SR pilots. They would frankly and fairly discuss all of the applicants. Naturally, it was important that flying skills be given precedence along with the ability to handle difficult situations suitably.
SR-71 aircrews were selected and trained as a team consisting of a pilot and a Reconnaissance Systems Officer or "RSO." The team approach provided the opportunity for a pilot and his backseater to bond together as a cohesive unit, acting as though they were one individual. Training for SR-71 aircrews lasted about 10 months, and was accomplished at the primary SR-71 unit at Beale AFB, California.
The initial hurdle was to pass the first 12 simulator flights. Then the new pilot would fly five missions with an instructor pilot in one of the SR-71B's - the Blackbird variant with the second pilot's cockpit above and behind the main cockpit. Even these first training missions included flight at Mach 3, under the theory "Subsonic time is a waste of time!" Afterwards the pilot was cleared to solo in the SR-71A with an experienced RSO in the back seat for one mission, and thereafter with their permanent RSO partner.
Pilots needed to go through 150 hours of simulator training and to fly 100 hours in the aircraft before they would be considered "Combat Ready" to fly operational missions.
While no doubt an enjoyable challenge, training to fly the fastest and highest flying aircraft in the world was demanding in the extreme. But at some point during his training, when the new SR-71 pilot woke up one morning to find the traditional silhouette of the Blackbird painted on his driveway, he knew he had arrived as a member of a very special, unique community.
SR-71A SN: 61-7951
July 28, 1976: World absolute speed record; 2,393 mph
July 28, 1976: World absolute speed record for sustained height; 85,969 feet
September 1, 1974: New York to London; 1 hr 55 min 42 sec
March 6, 1999: Los Angeles to Washington, DC; 1 hr 4 min 29 sec
The SR-71 on display is the second one built and the oldest survivor. It was rolled off the assembly line October 20, 1964 and first flew March 5, 1965. Used as a systems test bed it flew primarily from Palmdale, CA. In 1971, this plane was loaned to NASA to replace a YF-12 that had been lost in an accident. In order to disguise the fact that NASA was flying one of the still highly classified SR-71s the plane was redesignated as a YF-12C and given the serial number 60-6937. Ironically this is actually the serial number of one of the CIA's still top-secret A-12s. In October 1978, the Blackbird was returned to the Air Force and given its original number back. Only two months later it was retired to storage at Palmdale. With the retirement of the SR-71 from Air Force service in 1990, Blackbirds became available for museum displays and the US Air Force Museum. The serial number 64-17951 has often been erroneously attributed to this aircraft. This confusion is likely due to the USAF often changing serial numbers on the Blackbirds to obscure the actual number of SR-71s in their inventory.