10 Cool Things You May Not Know About The Museum's Lockheed SR-71 Blackbird

1.  Continuous, Supersonic Afterburner. Ever wonder what causes the diamond pattern in the SR-71 jet engine exhaust?  It’s due to the extra thrust provided by the afterburner which is actually supersonic, creating successive shock waves that show up as the diamond pattern.  The SR-71 engines fly continuously in afterburner, except when refueling. 

  

2. It Can Stand the Heat. Flying more than three times the speed of sound generates 316° C (600° F) temperatures on external aircraft surfaces, which are enough to melt conventional aluminum airframes. That’s why the SR-71′s external skin is made of titanium alloy, to shield the internal aluminum airframe.  But the tires, which retracted into the wings during flight, also had to keep from melting!  Aluminum was mixed in with latex when the tires were created and they are filled with nitrogen.  The tire pressure on the SR-71 was 415 psi (compared to the 32-35 psi in your automobile tires!). 

 

3. Pilots Must Suit Up.  SR-71 pilots have more in common with astronauts that you might think.  They flew so high (80,000-85,000 ft), pilots had to wear special pressure suits that were actually modified spacesuits. 

 

4. The Secret’s in the Inlets: The speed and agility of the SR-71 is largely due to the unique design of the engine inlets.  To handle the dramatic changes in air speed and pressure, air literally had to be slowed down to subsonic speeds before entering the jet engines. 

 

5. It’s Fast.  Really fast. How fast is a typical 747 aircraft moving when it lifts off the runway?  155 knots (185 miles per hour)   How fast is the average  SR-71 traveling when it lifts off the runway? 210 knots (242 miles per hour)  The SR-71 cruised at over Mach 3.  It could operate safely at a maximum speed of Mach 3.3 at an altitude more than 16 miles, or 25,908 m (85,000 ft), above the Earth.  Other aircraft can approach this speed, but only for short duration.  The only other aircraft to fly supersonic for hours at a time was the Concorde, and that couldn’t fly Mach 3.3.  The Museum’s SR-71 holds the world speed record for manned air-breathing jet aircraft. 

6. Best of the Fleet.  The Museum’s SR-71 holds six world records.  The most dramatic was its final flight to the Museum when it set a speed record on March 6, 1990. Lt. Col. Ed Yeilding and Lt. Col. Joseph Vida flew from Los Angeles to Washington, D.C. in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour.  After landing at Washington-Dulles International Airport, the airplane was turned over to the Smithsonian. 

 

7. Flown by Museum Staff.  That’s right.  The Museum’s SR-71 was flown by Tom Alison, a former National Air and Space Museum’s Chief of Collections Management. Flying with Detachment 1 at Kadena Air Force Base, Okinawa, Alison logged more than a dozen ’972 operational sorties. 

Museum Docent Buz Carpenter was also an SR-71 pilot and instructor, though he did not fly the Museum’s aircraft.   Here Buz talks about his longest SR-71 flight on a recently declassified mission. 

 

8. It’s A Movie Star. Yes, but no autographs, sorry.  Our SR-71 was featured in the major motion picture “Transformers 2: Revenge of the Fallen,” as Jetfire.  The cast and crew filmed on-site at the Udvar-Hazy Center for 8 days.  No, the Decepticon emblem is not actually attached to the nose gear door of the aircraft.  We don’t think… but it can be seen in the display case located in the nearby Cold War exhibit station. 

Landing gear door cover bearing Decepticon emblem from "Transformers 2: Revenge of the Fallen." In the movie, the Museum's SR-71 plays "Jetfire," a former Decepticon turned good Transformer. One of several items from the movie on display in a case exhibit at the Udvar-Hazy Center.

 

9. Years of Darkness.  In addition to flying secret missions in its previous life, the SR-71 was stored in a custom hangar built solely for its protection in a secured area of the Dulles Airport property after it was turned over to Smithsonian.  It remained there for over 10 years until the Museum had a display facility where it could be viewed by the public – the Steven F. Udvar-Hazy Center. 

SR-71 outside former storage hangar at Dulles International Airport. Photo #SI92-14090 by Mark Avino, National Air and Space Museum.

 

10. The story behind the”Skunk:” The first Lockheed aircraft factory was built adjacent to an industrial plastics plant. When the wind blew just right, a horrible odor enveloped the Lockheed factory.  The story goes that one day a Lockheed engineer, Irving “Irv” Culver, was so distressed by the odor, he began to answer his phone with the phrase, “Skonk Works, inside man Culver here…,” in reference to the then popular comic strip “Li’l Abner” in which a fictitious factory brewed a smelly concoction of ground up skunks and old shoes known to readers as “Skonk Oil”. Over time the phrase caught on and the name was eventually changed to “Skunk Works” at the request of the comic strip copyright holder. The little skunk on the tail of the SR-71 is the official logo of the Lockheed secret projects factory. 

Skunk Works logo on Museum's SR-71. Photo #2005-6014 by Dane Penland, , National Air and Space Museum.

 

Learn more about the Museum’s Lockheed SR-71 Blackbird.

Vicki Portway is Chair of Web & New Media and Dik Daso is a curator in the Aeronautics Division of the Smithsonian National Air and Space Museum.

Trajectories of Space Flight (Part Two)

In a previous blog post, I discussed the influence that Wernher von Braun had on the vision of the way that human space travel would progress, from brief flights into space to long duration missions to Mars.  To continue that discussion:

Wernher von Braun envisioned the space station to be something quite different from the International Space Station that is now in orbit: he imagined a wheel-shaped vessel that rotated to provide artificial gravity for its crew. It would serve as a refueling station, assembly station, and general “base camp” for deep space missions. Von Braun envisioned its crew playing a critical military role, conducting reconnaissance and even delivering nuclear weapons to targets below. Events proceeded along a different trajectory. In the heat of the Apollo program, NASA found that it could achieve a landing on the Moon faster and with fewer (only one) rocket launches, if the rendezvous and docking took place in orbit around the Moon, not Earth. That undercut the reason for having a space station as a base camp. Current plans for deep space exploration call for an Earth orbit docking, in which a small, crewed vehicle will dock with a heavier, uncrewed vehicle that will contain hardware for a deep space voyage. But this configuration involves little or no construction in Earth orbit, and would not require a human crew to assemble a Moon or Mars ship.

space station

This model of Wernher von Braun's Space Station S-1 Model is on view at the National Air and Space Museum courtesy of the Walt Disney Company.

 

Likewise, as the U.S. military developed intercontinental ballistic missiles, reconnaissance satellites, signals-intelligence satellites, and other unmanned systems, the notion of a space station as a military base faded as well. Indeed, although historians have emphasized the connection between science fiction and the evolution of the U.S. space programs, the lack of Buck Rogers/Star Wars shoot-outs in space, so common in science fiction, is conspicuous by its absence in reality. This is a glaring example of a disconnect between depictions of space travel in science fiction and what has really happened. The closest the United States ever came to that was the highly-classified Manned Orbiting Laboratory (MOL) program, in which an Air Force crew would occupy a modest station, based on Gemini hardware, in low Earth orbit. As automated reconnaissance and other military satellites improved through the 1960s, MOL was cancelled in 1969, before any hardware had been orbited.

The concept of rotating the station to achieve artificial gravity was never adopted, either, although people who spend extended periods of time in space do suffer from the effects of weightlessness. A rotating station adds mechanical complexity, weight, and cost. One reason for having a space station is to enjoy a micro-gravity environment for research; thus a rotating station would also need a non-rotating component, further adding weight and complicating the design. As astronauts gained experience in longer duration flights in the mid-1960s, NASA concluded that this requirement could be relaxed, if compensated by training, conditioning, and other procedures for those living for an extended period in weightlessness.

Space Station Crew

STS-131 Group Portrait, courtesy of NASA.

 

Over and above these modifications to the von Braun paradigm is the notion that one need not send humans to Mars at all, but rather explore the red planet with robots. This was never part of von Braun’s vision, yet robotic exploration of Mars and the outer Solar System has been part of NASA’s accomplishments in the past two decades. Those accomplishments are due in part to what is commonly known as “Moore’s Law,” the overall exponential increase in computing power since 1960. But one must be more precise about the nature of advances in computing as they apply to the substitution of robots for humans in space. We see this issue in current debates over NASA’s plan for future human-tended missions. In spite of the accomplishments of robotic craft, NASA leadership feels that these robots are no substitute for human beings. With all of the criticism of NASA in recent years, public support for sending humans into space remains high. To resolve this issue in favor of the robots, computers need not just get more and more capable—they are already doing that nicely—they also must attain a high level of artificial intelligence (AI), which will endow them with a consciousness that matches the consciousness of human astronauts. Human beings will long to personally travel through deep  space, regardless of the obstacles. That may not be practical, but perhaps one can provide a fully equivalent experience by downloading one’s consciousness onto a computer. Is that possible? Given the pace of computer technology, we ought to know in a few years.  If Moore’s Law continues to hold up, we will have computers with a density equivalent to that of the human brain by about 2030. Even if such “virtual travelers” prove impractical, robotic explorations will continue. The coming decades ought to be among the most exciting in space exploration.

Paul Ceruzzi is a curator specializing in aerospace computing and electronics in the Division of Space History at the National Air and Space Museum.

Take a Look at These Cockpits

Many visitors express the wish to see the interiors of aircraft and spacecraft on display in the Museum. But to protect these historic treasures, they must be displayed behind barriers, which makes it impossible to see inside. But there are several cockpits you can see in the Museum, a day devoted to getting up close with aircraft, some cool electronic views, and a couple of great books that give those who are curious some excellent interior views.

In the National Mall building visitors can see an authentic reproduction of an Airbus A320 “glass cockpit.” Here, you can experience a take-off and landing at Washington Reagan National Airport as if you were a commercial airline pilot. The simulator is on view in the America by Air gallery.

Airbus A320 Cockpit

In a "glass cockpit," digital electronic displays replace conventional analog instruments. This technology provides flight crews with far better instrumentation and information than ever before.

In the same exhibition are two more cockpits on view. One is the first Boeing 747-151 ever flown by Northwest Airlines. Accessible from a walkway on the second floor, you can enter the forward section and see the cockpit and its over 600 buttons, switches, and knobs. The second is a 1950s-era American Airlines Douglas DC-7 on the main floor, which offers a view of the cabin as well as the cockpit. The contrast between these two aircraft is striking!

747 Nose

This nose section is from a Northwest Airlines Boeing 747-151. First flown in 1970, this 747 was the first built for Northwest and the first 747 to open service across the Pacific. It was retired in 1999. Gift of Northwest Airlines, Inc.

At the Udvar-Hazy Center, there is a view of the nose and cockpit of the B-29 Superfortress Enola Gay, which dropped the first atomic bomb in combat on Hiroshima, Japan during World War II, a Cessna airplane that kids can sit in, and a space shuttle simulator.

Enola Gay

The historic Boeing B-29 Enola Gay is shown here just after being restored and re-assembled in 2003. The airplane, which received the most extensive restoration in the museum's history, is on display at the Steven F. Udvar-Hazy Center.

Enola Gay Cockpit

Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II, and the first bomber to house its crew in pressurized compartments.

Most space capsules on display allow great up-close views inside. For instance, you can get nose-to-nose with the cockpits of three capsules in the National Mall building’s Milestones of Flight gallery: Apollo 11, Mercury Friendship 7, and Gemini IV. In Apollo to the Moon is a full-size simulator of the Apollo lunar module cockpit where you can experience the minute-by-minute thrill of landing on the Moon.

Lunar Module Cockpit

The control panels and triangular windows inside Lunar Module 2

Another chance to see cockpits is at the annual Become a Pilot Family Day and Aviation Display at the Udvar-Hazy Center, held this year on June 19. Over 50 aircraft fly in for the occasion, and you can walk right up to view, and sometimes sit in, the cockpits.

Several cockpits that can’t be viewed in person are available on the Museum’s web site in Quick Time Virtual Reality format. These include the Concorde and the Lockheed SR-71 Blackbird. Check them out here. And next time you’re at the Udvar-Hazy Center, look for the computer kiosks throughout the Center that offer 360 degree views of many airplane interiors and cockpits.

SR-71

The Lockheed SR-71 Blackbird in a storage hangar at Dulles International Airport before transport to the Steven F. Udvar-Hazy Center.

SR-71 Cockpit

The Blackbird's cockpit was a tight fit for the crew, who wore bulky pressure suits during each mission.

Finally, you can look at an incredible array of striking cockpit photos in two books written and photographed by Museum staffers. In the Cockpit: Inside 50 History-Making Aircraft, and In the Cockpit II: Inside History-Making Aircraft of World War II, provide close-up access to the instrument panels and controls of aircraft in the Museum’s impressive collection. Both books are available at the smithsonianstore.com, in person at the Museum Stores, or by calling 202-357-1387 to have one mailed.  Maybe if you buy one for your Dad for Father’s Day he would let you read it!

Kathleen Hanser is a writer-editor in the National Air and Space Museum’s Office of Communications.

Space Day 2010

What do yogurt cups and juice bottles have to do with the International Space Station? If you dropped by the National Mall Building on Saturday, May 8, between 10am and 3pm, you would have seen this question being answered by hundreds of visitors, working together to build a space station out of recycled materials.

Space Day is an annual family day program sponsored by Lockheed Martin. In addressing this year’s theme, “Looking at Earth from Space,” our astronaut guests explained the incredible feeling of seeing the circumference of the earth from the window of the shuttle. Curators from the National Air and Space Museum and presenters from research organizations used models and displays to show how satellites work and the cool things we can do with them.

We want family days to engage audiences of all ages in fun, informal, educational activities. For Space Day 2010, visitors could watch astronaut Dan Tani’s presentation about his stint on the International Space Station or build a satellite out of Styrofoam®. They could learn about observing solar irradiance at NASA’s GLORY display or chat with former astronaut Ken Wrightler at the Lockheed Martin booth. They could design a mission patch, hear astronaut Tracy Caldwell Dyson answer questions via amateur radio live from the International Space Station, or ask the National Geospatial-Intelligence Agency about using satellites for disaster mitigation.

Dan Tani

Astronaut Dan Tani talks about his experience on Expedition 16. He spent 120 days living and working on the ISS.


Back to yogurt cups and juice bottles: you may have noticed a new “exhibit” in the South Lobby between Saturday May 8 and Monday May 10. A nod to the environmental impact of the 1968 Earthrise photos, our visitor-built space station integrated the Space Day theme with our goals of promoting visitor interaction and using social media. The Museums’ flickr® account now features a set including pictures taken of the station every 30 minutes.

Space Station Progress Shot

Kids and their parents built nodules, laboratories, robotic arms, and docking stations on the recycled space station. They drew their own symbol or “flag” on the section they created, mimicking the national flag on ISS modules


Final Space Station

The final photo of the finished space station! Snapped at 3pm, this shows the work accomplished by visitors of all ages throughout the event.


More than 40,000 visitors experienced Space Day this year. When you see a 7-year-old zooming around with his water-bottle space shuttle or hear a teenager say, “This is so cool!” to her friend during an astronaut’s presentation, you realize that this Museum has the power to both educate and inspire.


Erin Hrubik is the family programming assistant in the Education Department of the National Air and Space Museum.