Manual Commando #4777: Sky Warriors

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Commando # Sky Warriors. Towards the end of the Second World War, the Balkan Air Force operated over Greece and Yugoslavia.
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When the A performance potential clearly was found to be much greater, the Air Force ordered a variant of the A in December Reconnaissance equipment included signals intelligence sensors, a side-looking airborne radar, and a photo camera. Johnson and his administration for falling behind the Soviet Union in developing new weapons. Johnson decided to counter this criticism by revealing the existence of the YFA Air Force interceptor, which also served as cover for the still-secret A[17] and the Air Force reconnaissance model since July The media transcript given to the press at the time still had the earlier RS designation in places, creating the story that the president had misread the aircraft's designation.

The dark color led to the aircraft's nickname 'Blackbird'. While the SR carried radar countermeasures to evade interception efforts, its greatest protection was its combination of high altitude and very high speed, which made it almost invulnerable. Along with its low radar cross-section, these qualities gave a very short time for an enemy surface-to-air missile SAM site to acquire and track the aircraft on radar.

If the SAM site could track the SR and fire a SAM in time, the SAM would expend nearly all of the delta-v of its boost and sustainer phases just reaching the SR's altitude; at this point, out of thrust, it could do little more than follow its ballistic arc. Merely accelerating would typically be enough for an SR to evade a SAM;[3] changes by the pilots in the SR's speed, altitude, and heading were also often enough to spoil any radar lock on the plane by SAM sites or enemy fighters. Lockheed found that washing welded titanium requires distilled water, as the chlorine present in tap water is corrosive; cadmium-plated tools could not be used, as they also caused corrosion.

Major portions of the skin of the inboard wings were corrugated, not smooth. Aerodynamicists initially opposed the concept, disparagingly referring to the aircraft as a Mach 3 variant of the s-era Ford Trimotor, known for its corrugated aluminum skin. Fuselage panels were manufactured to fit only loosely with the aircraft on the ground. Proper alignment was achieved as the airframe heated up and expanded several inches. Near the center of the fuselage, the curved skin was thin and delicate, with no support from the structural ribs, which were spaced several feet apart.

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Goodrich, contained aluminum and were filled with nitrogen. Much of the needed material came from the Soviet Union. Back when they were building the airplane the United States didn't have the ore supplies — an ore called rutile ore. It's a very sandy soil and it's only found in very few parts of the world. The major supplier of the ore was the USSR.

Working through Third World countries and bogus operations, they were able to get the rutile ore shipped to the United States to build the SR The second operational aircraft[38] designed around a stealth aircraft shape and materials, after the Lockheed A[38], the SR had several features designed to reduce its radar signature.

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Special radar-absorbing materials were incorporated into sawtooth-shaped sections of the aircraft's skin. Cesium-based fuel additives were used to somewhat reduce exhaust plumes visibility to radar, although exhaust streams remained quite apparent. Kelly Johnson later conceded that Soviet radar technology advanced faster than the stealth technology employed against it. These were not a feature on the early A-3 design; Frank Rodgers, a doctor at the Scientific Engineering Institute, a CIA front organization, discovered that a cross-section of a sphere had a greatly reduced radar reflection, and adapted a cylindrical-shaped fuselage by stretching out the sides of the fuselage.

Landing speeds were also reduced, as the chines' vortices created turbulent flow over the wings at high angles of attack, making it harder to stall. The addition of chines also allowed the removal of the planned canard foreplanes. During one mission, SR pilot Brian Shul flew faster than usual to avoid multiple interception attempts; afterwards, it was discovered that this had reduced fuel consumption.

Moving the spike tip drew the shock wave riding on it closer to the inlet cowling until it touched just slightly inside the cowling lip. This position reflected the spike shock wave repeatedly between the spike center body and the inlet inner cowl sides, and minimized airflow spillage which is the cause of spillage drag. The air slowed supersonically with a final plane shock wave at entry to the subsonic diffuser. It decelerates further in the divergent duct to give the required speed at entry to the compressor.


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Capture of the plane's shock wave within the inlet is called 'starting the inlet'. Bleed tubes and bypass doors were designed into the inlet and engine nacelles to handle some of this pressure and to position the final shock to allow the inlet to remain 'started'.

Schlieren flow visualization at unstart of axisymmetric inlet at Mach 2In the early years of operation, the analog computers would not always keep up with rapidly changing flight environmental inputs. If internal pressures became too great and the spike was incorrectly positioned, the shock wave would suddenly blow out the front of the inlet, called an 'inlet unstart'. During unstarts, afterburner extinctions were common. The remaining engine's asymmetrical thrust would cause the aircraft to yaw violently to one side.

SAS, autopilot, and manual control inputs would fight the yawing, but often the extreme off-angle would reduce airflow in the opposite engine and stimulate 'sympathetic stalls'. This generated a rapid counter-yawing, often coupled with loud 'banging' noises, and a rough ride during which crews' helmets would sometimes strike their cockpit canopies.

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NASA developed a computer to control the engine bypass doors which countered this issue and improved efficiency. Beginning in , the analog inlet control system was replaced by a digital system, which reduced unstart instances. At lower speeds, the turbojet provided most of the compression. At higher speeds, the engine largely ceased to provide thrust, the afterburner taking its place. The shock waves generated slowed the air to subsonic speeds relative to the engine.

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The air then entered the engine compressor. Air passing through the turbojet was compressed further by the remaining five compressor stages and then fuel was added in the combustion chamber. After passing through the turbine, the exhaust, together with the compressor bleed air, entered the afterburner. The rotating machinery had become a drag item[58] and the engine thrust at high speeds came from the afterburner temperature rise.

The start cart was positioned underneath the J58 and the two Buick engines powered a single, vertical drive shaft connecting to the J58 engine and spinning it to above 3, RPM, at which point the turbojet could self-sustain. Once the first J58 engine was started, the cart was repositioned to start the aircraft's other J58 engine. Later start carts used Chevrolet big-block V8 engines. Eventually, a quieter, pneumatic start system was developed for use at main operating bases.

The V8 start carts remained at diversion landing sites not equipped with the pneumatic system. Development began on a coal slurry power plant, but Johnson determined that the coal particles damaged important engine components. To start the engines, triethylborane TEB , which ignites on contact with air, was injected to produce temperatures high enough to ignite the JP The TEB produced a characteristic green flame, which could often be seen during engine ignition.

As a result, the SRs were typically refueled immediately after takeoff. Supersonic flights generally lasted no more than 90 minutes before the pilot had to find a tanker. The KCQ had a modified high-speed boom, which would allow refueling of the Blackbird at nearly the tanker's maximum airspeed with minimum flutter. This unusual instrument projected a barely visible artificial horizon line across the top of the entire instrument panel, which gave the pilot subliminal cues on aircraft attitude.

In flight, the ANS, which sat behind the reconnaissance systems officer's RSO's , position, tracked stars through a circular quartz glass window on the upper fuselage. The system's digital computer ephemeris contained data on a list of stars used for celestial navigation: the list first included 56 stars, and was later expanded to The SR carried a Fairchild tracking camera and an infrared camera,[75] both of which ran during the entire mission.

As the SR had a second cockpit behind the pilot for the RSO, it could not carry the A's principal sensor, a single large-focal-length optical camera that sat in the 'Q-Bay' behind the A's single cockpit.


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Wide-area imaging was provided by two of Itek's Operational Objective Cameras, which provided stereo imagery across the width of the flight track, or an Itek Optical Bar Camera, which gave continuous horizon-to horizon coverage. Both the first SLAR and ASARS-1 were ground-mapping imaging systems, collecting data either in fixed swaths left or right of centerline or from a spot location for higher resolution.

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An air conditioner used a heat exchanger to dump heat from the cockpit into the fuel prior to combustion. Water bottles had long straws which crewmembers guided into an opening in the helmet by looking in a mirror.

Food was contained in sealed containers similar to toothpaste tubes which delivered food to the crewmember's mouth through the helmet opening. Reconnaissance missions over North Vietnam were code named 'Giant Scale'. O'Malley and Major Edward D. The Air Force could fly each SR, on average, once per week, because of the extended turnaround required after mission recovery.

Very often an aircraft would return with rivets missing, delaminated panels or other broken parts such as inlets requiring repair or replacement. There were cases of the aircraft not being ready to fly again for a month due to the repairs needed.

Rob Vermeland, Lockheed Martin's manager of Advanced Development Program, said in an interview in that high-tempo operations were not realistic for the SR By , the SRs were averaging two sorties per week, and by , they were flying nearly one sortie every day. Two SRs were lost during these missions, one in and the second aircraft in , both due to mechanical malfunctions.

There were two routes. One was along the Norwegian west coast and up the Kola Peninsula, which contained several large naval bases belonging to the Soviet Navy's Northern Fleet. Rescue parties were sent in to repair the planes before leaving. On one occasion, one complete wing with engine was replaced as the easiest way to get the plane airborne again.

Swedish Air Force fighter pilots have managed to lock their radar on an SR on multiple occasions within shooting range. Before approaching the target area, the crew noticed that one of the Fs was missing, it was shot down during the raid and crashed into the Mediterranean Sea. During the mission, it was fired on by Surface to Air Missiles. In an effort to outrun them, the crew throttled up to full speed.

This enabled it to avoid the missiles. It successfully landed back in RAF Mildenhall. Initial retirement[edit]The SR program was terminated due to Pentagon politics, and not because the aircraft had become obsolete or irrelevant, or suffered maintenance problems, or had unsustainable program costs, although these reasons are frequently cited as justifications for its downfall.

In order to be selected into the SR program in the first place, a pilot or navigator RSO had to be a top-quality Air Force officer, so continuing career progression for members of this elite group was not surprising.