Here is an interesting read I found on one of my other forums its lengthy but a good read none the less.
SR-71 Pilots
Written by Brian Shul, from his book Sled Driver.
There were a lot of things we couldn't do in an SR-71, but
we were the fastest guys on the block and loved reminding
our fellow aviators of this fact. People often asked us if,
because of this fact, it was fun to fly the jet. Fun would
not be the first word I would use to describe flying this
plane. Intense, maybe. Even cerebral. But there was one day
in our Sled experience when we would have to say that it was
pure fun to be the fastest guys out there, at least for a
moment.
It occurred when Walt and I were flying our final training
sortie. We needed 100 hours in the jet to complete our
training and attain Mission Ready status. Somewhere over
Colorado we had passed the century mark. We had made the
turn in Arizona and the jet was performing flawlessly. My
gauges were wired in the front seat and we were starting to
feel pretty good about ourselves, not only because we would
soon be flying real missions but because we had gained a
great deal of confidence in the plane in the past ten
months. Ripping across the barren deserts 80,000 feet below
us, I could already see the coast of California from the
Arizona border. I was, finally, after many humbling months
of simulators and study, ahead of the jet.
I was beginning to feel a bit sorry for Walter in the back
seat. There he was, with no really good view of the
incredible sights before us, tasked with monitoring four
different radios. This was good practice for him for when we
began flying real missions, when a priority transmission
from headquarters could be vital. It had been difficult,
too, for me to relinquish control of the radios, as during
my entire flying career I had controlled my own
transmissions. But it was part of the division of duties in
this plane and I had adjusted to it. I still insisted on
talking on the radio while we were on the ground, however.
Walt was so good at many things, but he couldn't match my
expertise at sounding smooth on the radios, a skill that had
been honed sharply with years in fighter squadrons where the
slightest radio miscue was grounds for beheading. He
understood that and allowed me that luxury. Just to get a
sense of what Walt had to contend with, I pulled the radio
toggle switches and monitored the frequencies along with
him. The predominant radio chatter was from Los Angeles
Center, far below us, controlling daily traffic in their
sector. While they had us on their scope (albeit briefly),
we were in uncontrolled airspace and normally would not talk
to them unless we needed to descend into their airspace.
We listened as the shaky voice of a lone Cessna pilot asked
Center for a readout of his ground speed.
Center replied: "November Charlie 175, I'm showing you at
ninety knots on the ground."
Now the thing to understand about Center controllers, was
that whether they were talking to a rookie pilot in a
Cessna, or to Air Force One, they always spoke in the exact
same, calm, deep, professional, tone that made one feel
important. I referred to it as the "HoustonCenterVoice." I
have always felt that after years of seeing documentaries on
this country's space program and listening to the calm and
distinct voice of the HoustonCenterControllers, that all
other controllers since then wanted to sound like that...
and that they basically did. And it didn't matter what
sector of the country we would be flying in, it always
seemed like the same guy was talking. Over the years that
tone of voice had become somewhat of a comforting sound to
pilots everywhere. Conversely, over the years, pilots always
wanted to ensure that, when transmitting, they sounded like
Chuck Yeager, or at least like John Wayne. Better to die
than sound bad on the radios.
Just moments after the Cessna's inquiry, a Twin Beech piped
up on frequency, in a rather superior tone, asking for his
ground speed.
"Ah, Twin Beach: I have you at one hundred and twenty-five
knots of ground speed."
Boy, I thought, the Beechcraft really must think he is
dazzling his Cessna brethren.
Then out of the blue, a Navy F-18 pilot out of NAS Lemoore
came up on frequency. You knew right away it was a Navy jock
because he sounded very cool on the radios.
"Center, Dusty 52 ground speed check."
Before Center could reply, I'm thinking to myself, hey,
Dusty 52 has a ground speed indicator in that million dollar
cockpit, so why is he asking Center for a readout? Then I
got it -- ol' Dusty here is making sure that every bug
smasher from Mount Whitney to the Mojave knows what true
speed is. He's the fastest dude in the valley today, and he
just wants everyone to know how much fun he is having in his
new Hornet.
And the reply, always with that same, calm, voice, with more
distinct alliteration than emotion:
"Dusty 52, Center, we have you at 620 on the ground."
And I thought to myself, is this a ripe situation, or what?
As my hand instinctively reached for the mic button, I had
to remind myself that Walt was in control of the radios.
Still, I thought, it must be done -- in mere seconds we'll
be out of the sector and the opportunity will be lost. That
Hornet must die, and die now.
I thought about all of our Sim training and how important it
was that we developed well as a crew and knew that to jump
in on the radios now would destroy the integrity of all that
we had worked toward becoming. I was torn. Somewhere, 13
miles above Arizona, there was a pilot screaming inside his
space helmet.
Then, I heard it. The click of the mic button from the back
seat. That was the very moment that I knew Walter and I had
become a crew. Very professionally, and with no emotion,
Walter spoke: "Los Angeles Center, Aspen 20, can you give us
a ground speed check?"
There was no hesitation, and the reply came as if was an
everyday request: "Aspen 20, I show you at one thousand
eight hundred and forty-two knots, across the ground."
I think it was the forty-two knots that I liked the best, so
accurate and proud was Center to deliver that information
without hesitation, and you just knew he was smiling. But
the precise point at which I knew that Walt and I were going
to be really good friends for a long time was when he keyed
the mic once again to say, in his most fighter-pilot-like
voice: "Ah, Center, much thanks. We're showing closer to
nineteen hundred on the money."
For a moment Walter was a god. And we finally heard a little
crack in the armor of the HoustonCenterVoice, when L.A. came
back with, "Roger that Aspen, Your equipment is probably
more accurate than ours. You boys have a good one."
It all had lasted for just moments, but in that short,
memorable sprint across the southwest, the Navy had been
flamed, all mortal airplanes on freq were forced to bow
before the King of Speed, and more importantly, Walter and I
had crossed the threshold of being a crew. A fine day's
work.
We never heard another transmission on that frequency all
the way to the coast. For just one day, it truly was fun
being the fastest guys out there.
Now for those that don't know knots. 1842 knots is equal to roughly 2119 MPH.
Holy hell, I would love to go 1,842 knots or 2,120mph. Wonder how hot the nose gets.
Very hot! Its why the plane leaked fuel on the ground. Once at speed, the metal skin heated up, expanded, and sealed up nice and tight and went like a freakin bullet!
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Kircher front splitter, 06 rear bumper, 06 style LED taillights, various Pedders bits and full catback w/Flowmaster Super 40's
Complete noob here but is it even possible to eject at those speeds and is that jet equipped with it? I'm leaning towards instant death if you eject at 2000+mph.
Complete noob here but is it even possible to eject at those speeds and is that jet equipped with it? I'm leaning towards instant death if you eject at 2000+mph.
No you can't - matter of fact, punching out of any fighter above mach 1 is considered a fatal error. The aces ejection system in most "modern" aircraft, has a timed delay for chute deployment depending on speed - In Mode 1, which includes 0-0, the parachute is inflating in less than two seconds. In Mode 2 the chute is inflating in less than 6 seconds. Mode 3 deployment is delayed by the sequencer until the seat-man package reaches either Mode 2, or Mode 1 conditions, whichever comes first.
But above 600 mph, the seat/man package becomes a seat/tomato paste in a suit package. and only the most daring would even attempt it, unless the cockpit was on fire and the halon system could not get it out.. but then again, when faced with ejection or burned alive/ missile impact.. I am going out. regardless of speed
Quote:
Originally Posted by westell...
great read. Thanks. My father-in-law's best friend is the only pilot to survive punching out of an SR71.
The injuries ended his career, though. I think he was at 60K feet.
Been posted a few times but that is still a great read.
Anyone wanna buy the book (Sled Driver) and share? It's only about $400!!!! But I'd love to read it.
Here's another short SR-71 / radio story
Quote:
In another famous SR-71 story, Los Angeles Center reported receiving a request for clearance to FL 600 (60,000ft). The incredulous controller, with some disdain in his voice, asked, “How do you plan to get up to 60,000 feet?
The pilot (obviously a sled driver), responded, “We don’t plan to go up to it; we plan to go down to it.” He was cleared.
Thats a great story, if I was the pilot I would have had to ask the same question, just because the navy jock had to pipe in and make it seem like he was the big dog.
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"I have hair on my ba**s and I sell cars, the end." Don Ready
2004 Black/Red M6
1 0F 998
Mods to date:
K&N CAI, SLP MAF Sensor, 3in SW Catback w/chambered muffs, BAER 13in brakes front & rear, TB Coolant Bypass, 160 degree thermostat, Royal Purple motor, trans, & rearend oil, black tails
The amazing thing about that aircraft was that it was designed in the late '50's, when all the aerospace engineers had to work with were blank paper and slide rules. And it's still the fastest plane in the history of flight.
Those engineers were the real stars.
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There's no need to worry about the world coming to an end. It's already tomorrow in Australia!
The amazing thing about that aircraft was that it was designed in the late '50's, when all the aerospace engineers had to work with were blank paper and slide rules. And it's still the fastest plane in the history of flight.
Those engineers were the real stars.
Ya just imagine being the first guy to fly the damn thing up to cruising altitude and cruising speed!
The amazing thing about that aircraft was that it was designed in the late '50's, when all the aerospace engineers had to work with were blank paper and slide rules. And it's still the fastest plane in the history of flight.
Those engineers were the real stars.
The project management methodology for it was honed on the liberty and victory ships in WWII, refined by the U-2 Development, and perfected with the Polaris Missle program.
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All comments are bullshit, all posts fictional (cough cough)
Mods: A bumble bee is considerably faster than a John Deere tractor.
The amazing thing about that aircraft was that it was designed in the late '50's, when all the aerospace engineers had to work with were blank paper and slide rules. And it's still the fastest plane in the history of flight.
Those engineers were the real stars.
That we know of. I simply can't believe that a 50 year old aircraft design is still the fastest :/.
I wish we could stick one of those engines in a GTO. LOL
BTW it was decided some time back that speed is not as necessary as good radar and defense/attach systems. I think Speed Kills!
I want to know if they have really made a better faster plane. "that we don't know about" I would think eventually they would just cruise on out into space and circle the globe at a real safe distance then reenter the earths atmosphere to get to the destination. That would be no fun though
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Daily Driver 05 Blue/Blue Goat. Stock
Truck = 99RCSB Sway bars bear brakes FLT trans PI converter. Mcgaughys lowering kit. Trick turbo comp cam patriot dual gold springs. Nelson tune. Handles like a vette but is faster. Yea its AWD. I still tow a trailer. TBSS for the Mrs.
Yes I am likely to misspell a word or too and am not likely to be grammatically correct.
My Aunt and Uncle gave me a copy of the book a long time ago for a birthday present. Didn't really think much of it as much of a collector's item, but I'm definately hanging on to it now.
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2006 QSM/Red Hot, M6, 18"
The Rio Grande Valley, where thinking ahead while driving is a foreign concept.
As I said above, its not anymore. The X-15 is faster but its not a production plane so some people deinfietly wouldnt count it
The SR-71 holds the "official" record of the fasted JET powered aircraft. But the USAF/CIA would never give the actual true speed of the aircraft. Mach 3+ is always written, but since Sled Drivers regularly sustained Mach 3 then you know it has more. But the sceaming high engine inlet temperature is one factor. Top Speed est to be near Mach 3.5. A fun fact is one of the jets being retired and put in a museum was flown from Ca to Va. On that last flight from Coast to Coast it set 4 standing records. Yeah... It was fast.
X-15 is a Rocket powered plane and not really much of a plane as it has to take off in the belly of a B-52 mother ship. It did achieved Mach 6.7 and has flown to 354,000 ft. At that altitude you are pretty much regarded as being in Space. Thrusters on the nose/tail/wing tips are used to control the plane as the aerodynamic surfaces do nothing (Lot of research here was used to build the Space Shuttle). Several X-15 Pilots were given Astronaut Wings for flying higher than 50 miles.
Quote:
Originally Posted by MSUGTP...
My Aunt and Uncle gave me a copy of the book a long time ago for a birthday present. Didn't really think much of it as much of a collector's item, but I'm definately hanging on to it now.
Wow, you better hang on it! Sled Driver goes for between $200-300 used. Or as an enthusiast you can let me borrow it and give it a read
So I computed the avg speed for that last flight : LA to Washington
Distance : 2308 Miles time 64 min 20 sec speed = 2152.6 Mph
Now that does not take takeoff, customary refueling after takeof fand landing pattern into consideration. So they did probably considerably faster than we will ever know.
Now those engines where actually hybrid turbojet / ramjet engines.
During high mach flight the turbo jet only provides 20 % thrust thus reducing temperature and stress. The remaining 80 % was done by the ramjet fed by bypass air.
The ramjet has no moving parts and can take much higher temps.
So there was probably a lot "Reserves" build into this design to do a few "Sprints" to classified speeds.
The "Speedlimit" for Pure Ramjets is Mach 5.5, temperature is the real limiting factor even for a ramjet. So they could probably watch their gauges and go a bit faster on a cold day over the arctic.
I hope they let us all know in a few decades when it all gets declassified.
2004 GTO Owner
Vauxhall CV8/VXR
