> There was a titanium bulkhead between you and the backseat. [...] Literally, a wall.<p>This is what makes the famous "speed check" story about the SR-71 so effective (<a href="http://oppositelock.jalopnik.com/favorite-sr-71-story-1079127041" rel="nofollow">http://oppositelock.jalopnik.com/favorite-sr-71-story-107912...</a>).<p>There is no eye contact or body language possible between the pilot and the communicator in the SR-71. What makes that story so perfect is not just the speed aspect, not just the smugness of the other planes, but the interpersonal relationship between the pilot and his crew member. It's just perfect story-telling.
I'll be honest, I'm kind of enjoying 'Aviation Week' here on HN. This is the kind of stuff that got me interested in math and science to begin with. Too bad my vision is so awful.
The world's fastest plane was built before we landed on the moon. We're spoiled in tech by Moore's Law but the difficultly in making advances in commercial and military aviation is disappointing. In the 1970's everyone probably though NY to London in 2 hours was a given by now.<p>Here's a great book to read about the SR-71.<p><a href="http://www.amazon.com/Skunk-Works-Personal-Memoir-Lockheed/dp/0316743003" rel="nofollow">http://www.amazon.com/Skunk-Works-Personal-Memoir-Lockheed/d...</a>
Not mentioned in the story (or comments yet): You can see the SR-71 at the Smithsonian out by Dulles Airport, along with a shuttle and a huge array of other hardware. Very cool if you're into that sort of thing.<p><a href="http://airandspace.si.edu/visit/udvar-hazy-center/" rel="nofollow">http://airandspace.si.edu/visit/udvar-hazy-center/</a>
If you haven't read it yet, I highly recommend reading Ben Rich's autobiography Skunk Works. Very good book, and a ton more information about their projects with some great pilot excerpts.<p>My favorite is the SR-71 that had to cut across France, was intercepted by a Mirage fighter and then left it behind in seconds :D
There's a link to the SR-71 manual, where I found this gem, in the takeoff section:<p>"The tires may skid with the brakes on at high engine thrust."<p>That is not a problem you have to deal with when flying a Cessna 172.
From <a href="http://www.freerepublic.com/focus/vetscor/1981814/posts?page=1" rel="nofollow">http://www.freerepublic.com/focus/vetscor/1981814/posts?page...</a><p>"The plane was flying a mile every 1.6 seconds, well above our Mach 3.2 limit."<p>So asked Wolfram about this<p><a href="https://www.wolframalpha.com/input/?i=1+mile+per+1.6+seconds+in+miles+per+hour" rel="nofollow">https://www.wolframalpha.com/input/?i=1+mile+per+1.6+seconds...</a><p>2250 mph (3629 kph)<p>Mach 2.956 at Sea level (340.3 m/s)<p>I couldn't figure out the magic English sentence that would get it to calculate the Mach at different altitudes.
Got to see one of these in person along with the engines and external starter engines at Seattle's Museum of Flight.<p>UNREAL especially for 1960 era technology.
Interesting quotes from the article<p>> You'd fly the T-38 every day (for proficiency sake).<p>> As we took off from there and came back around for a pass, the right engine exploded. We had to dump gas, and set about thirteen acres of Maryland on fire as we did that. That was kind of interesting, just spewing flaming fuel and titanium pieces around.
Pretty amazing. Here is another SR-71 story that broke up mid-flight at Mach >3: <a href="http://www.barthworks.com/aviation/sr71breakup.htm" rel="nofollow">http://www.barthworks.com/aviation/sr71breakup.htm</a>
Check out this list of 14 Rules of Management by Kelly Johnson. It was true back then for building fighter jets and it's true now for basic software development projects:<p>"Johnson's famed "down-to-brass-tacks" management style was summed up by his motto, "Be quick, be quiet, and be on time." He ran Skunk Works by "Kelly's 14 Rules":<p>The Skunk Works manager must be delegated practically complete control of his program in all aspects. He should report to a division president or higher.<p>Strong but small project offices must be provided both by the military and industry.<p>The number of people having any connection with the project must be restricted in an almost vicious manner. Use a small number of good people (10% to 25% compared to the so-called normal systems).<p>A very simple drawing and drawing release system with great flexibility for making changes must be provided.<p>There must be a minimum number of reports required, but important work must be recorded thoroughly.<p>There must be a monthly cost review covering not only what has been spent and committed but also projected costs to the conclusion of the program. Don't have the books 90 days late, and don't surprise the customer with sudden overruns.<p>The contractor must be delegated and must assume more than normal responsibility to get good vendor bids for subcontract on the project. Commercial bid procedures are very often better than military ones.<p>The inspection system as currently used by the Skunk Works, which has been approved by both the Air Force and Navy, meets the intent of existing military requirements and should be used on new projects. Push more basic inspection responsibility back to subcontractors and vendors. Don't duplicate so much inspection.<p>The contractor must be delegated the authority to test his final product in flight. He can and must test it in the initial stages. If he doesn't, he rapidly loses his competency to design other vehicles.<p>The specifications applying to the hardware must be agreed to well in advance of contracting. The Skunk Works practice of having a specification section stating clearly which important military specification items will not knowingly be complied with and reasons therefore is highly recommended.<p>Funding a program must be timely so that the contractor doesn't have to keep running to the bank to support government projects.<p>There must be mutual trust between the military project organization and the contractor with very close cooperation and liaison on a day-to-day basis. This cuts down misunderstanding and correspondence to an absolute minimum.<p>Access by outsiders to the project and its personnel must be strictly controlled by appropriate security measures.<p>Because only a few people will be used in engineering and most other areas, ways must be provided to reward good performance by pay not based on the number of personnel supervised."<p><a href="http://en.wikipedia.org/wiki/Kelly_Johnson_(engineer)" rel="nofollow">http://en.wikipedia.org/wiki/Kelly_Johnson_(engineer)</a>
Got one of these good 'ole birds in the Museum next to Robins AFB in Georgia. They also have the start carts, and even have an engine pulled so you can see the six bypass ducts. They have recently mounted the plane on a stand so it looks like it has just left the runway, headed for the stratosphere....
If you liked this, you'll love <i>Flying the SR-71 Blackbird: In the Cockpit on a Secret Operational Mission</i> <a href="http://www.amazon.com/Flying-SR-71-Blackbird-Cockpit-Operational/dp/0760332398/" rel="nofollow">http://www.amazon.com/Flying-SR-71-Blackbird-Cockpit-Operati...</a>
This is what sometimes makes me wonder if the US Air Force came into contact with alien technology ;). Imagine going to this in just 60 yrs of flight being invented. Incredible, inspiring engineering.
Interesting interview with a former SR-71 pilot: <a href="http://www.youtube.com/watch?v=CeBu6mRDaro" rel="nofollow">http://www.youtube.com/watch?v=CeBu6mRDaro</a>
"You would get a couple of sunsets and sunrises, because at those northern latitudes often you would see day to night, and then a terminator line..."<p>Eh, this would only happen if they were adjusting their vector in like a wave, or their speed, right? It's not like they are shooting around the planet.<p>And he says England to Russia, so not following the sun. What is he talking about?<p><i></i> edit: reading further i'm having a real hard time believing this shit.