The Loring R-III or R-3 was a 1920s Spanish two-seat sesquiplane reconnaissance and light attack aircraft designed by engineer Eduardo Barrón and built by Dr. Jorge Loring’s company — Talleres Loring.
In the mid 1920s, during General Primo de Rivera’s dictatorship the R-III entered a contest along with the Potez 25 for the modernization of the Spanish Military Air Arm. Both planes had similar characteristics, but the Military Directory favoured the Loring R-III in order to promote local industries. First flying in 1926, the Aeronáutica Militar placed an order of 110 units, which put the Loring company at the head of the Spanish aeronautical industry of the time.
In October and November 1926 three variants of the R-3 were exhibited at the Loring section of the National Aeronautics Exhibition held in Madrid’s Palacio de Cristal: The R-3, the C-1 fighter (one built in 1926) and the T-1 light trainer (one built in 1926). Neither the fighter nor the trainer variants, however, went into production.
Some R-3s remained in service well after the proclamation of the Spanish Republic until the outbreak of the Spanish Civil War. It is not clear, however, whether they saw active service in the civil war.
Engine: 1 × Hispano Suiza 12Hb, 447 kW (600 hp) Wingspan: 14.50 m (47 ft 7 in) Length: 9.7 m (31 ft 10 in) Height: 2.60 m (8 ft 6 in) Empty weight: 1,400 kg (3,080 lb) Gross weight: 2,380 kg (5,240 lb) Maximum speed: 235 km/h (146 mph) Crew: 2 (pilot, observer) Armament: 2 × fixed, forward-firing 7.7 mm (0.303 in) machine guns in the engine cowling. 2 × trainable 7.7 mm (0.303 in) machine guns on a Scarff ring for the observer. 40 × 11 kg (24 lb) bombs on under-fuselage racks, or 8 × 50 kg (110 lb) bombs
The LN.40 was evolved from the Nieuport 140 in response to a French naval requirement for a ship-borne dive-bomber, and emerged as a compact single-seater with inverted gull wings and a crutch to lever the single large bomb clear of the propeller before release. The prototype flew in June 1938, trials revealing the need for tail modifications. It was also decided to use the extended main landing gear legs as dive brakes, allowing the removal of the tail-mounted dive brakes. Some 42 LN.401 production aircraft were ordered, although only 23 or so had been delivered by the fall of France. The French Air Force also ordered 40 LN.411s, these having no arrester hook, wing-folding mechanism or flotation bags; again only about 23 had been delivered by the fall of France. After the Armistice SNCASO assembled another 24 LN.401s and LN.411s from components.
LN.401 Span: 14m (45ft 11.25 in). Length: 9.75m (3l ft 11.75in). Powerplant: l x Hispano-Suiza l2Xcrs, 515kW (690 hp) Max TO weight: 2825 kg (6,228 lb). Max speed: 236 mph at 13,125 ft. Operational range: 746 miles. Armament: 1 x 20-mm Hispano¬-Suiza cannon and two 7.5-mm (0.295-in) Darne mg plus provision for 1 x 225-kg (496-lb) bomb carried under the fuselage.
Designed in response to a 1933 French Navy requirement for an all-purpose seaplane capable of being catapult-launched, the three-seat Loire 130 prototype first flew in November 1934.
The trials programme was considerably slowed by the need to cure stability problems, and it was August 1936 before production orders were placed for the initial two versions, the Loire 130M (Metropole) and Loire 130C (Colonie) intended for metropolitan and colonial deployment respectively. The 130C being strengthened and equipped for use in tropical climates with a larger radiator. Power was a Hispano-Suiza engine mounted on struts over the hull.
The Loire 130 did not reach French navy escadrilles until 1938. By 1939 it equipped Escadrille 7S2 aboard the seaplane carrier Commandant Teste and 7S3 and 7S4 embarked on various capital ships and cruisers. Overseas the Loire 130 was with 8S2 at Fort-de-France, French Antilles, 8S3 in West Africa, and 8S4 in the Levant (now Lebanon).
In 1939-40 the type went on to equip several newly formed shore-based and shipborne units and also equipped Armee de I’Air units, including 1/CBS in French Indo-China (now Vietnam). About 95 of the Loire 130s on order had been completed by the time of the June 1940 armistice with the Germans, but permission was given for 30 more of the type to be built under the auspices of the Vichy regime. All being used in the coastal role after the removal of catapults from all French ships in November 1942.
The last Loire 130 in flying condition, with Escadrille 8.S in Indo-China, was withdrawn and scrapped in late 1949.
Engine: 1 x Hispano-Suiza 12Xbrs V-12, 537kW / 720 hp Max take off weight: 3396 kg / 7487 lb Loaded weight: 2090 kg / 4608 lb Wingspan: 16.00 m / 52 ft 6 in Length: 11.30 m / 37 ft 1 in Height: 3.85 m / 12 ft 8 in Wing area: 40.10 sq.m / 431.63 sq ft Max. speed: 226 km/h / 140 mph Ceiling: 6000 m / 19700 ft Operational range: 1100 km / 684 miles Armament: 2 x 7.5mm Darne machine-guns, 2 x 75kg / 165 lb bombs Seats: 3
An eight-man long-range maritime reconnaissance and bombing flying-boat designed to a 1932 French navy requirement, the prototype Loire 70 made its first flight on 28 December 1933.
During tests the original three 373kW Gnome-Rhone 9Kbr radials were replaced by more powerful 9Kfr engines, and other changes included supplementing the large single fin and rudder with a pair of small auxiliary fins, elimination of the bow gun position, and relocation of the bomb-aimer/ navigator in the extreme nose.
Seven production aircraft were delivered to Escadrille E.7 at Karouba to join the prototype within a 12-month period from June 1937. From the beginning of hostilities, in September 1939, the Loire 70s patrolled the Mediterranean until three of four surviving machines were destroyed in an Italian air raid on their base on 12 June 1940. Nothing was heard subsequently of the surviving flying-boat.
Engine: 3 x Gnome-Rhone 9Kfr radial, 552kW Max take off weight: 11500 kg / 25353 lb Loaded weight: 6500 kg / 14330 lb Wingspan: 30.00 m / 98 ft 5 in Length: 19.50 m / 63 ft 12 in Height: 6.75 m / 22 ft 2 in Wing area: 136.00 sq.m / 1463.89 sq ft Max. speed: 235 km/h / 146 mph Ceiling: 4000 m / 13100 ft Range: 3000 km / 1864 miles Armament: 6 x 7.5mm machine-guns, 600kg of bombs
To address the inadequate visibility from the cockpit of the Loire 45, a prototype was built as the Loire 46. Compared to the 45, the wing centre section was more deeply gulled, and the wing had tapered outboard leading edges and semi-elliptical trailing edges. The engine thrust line was lowered, the cockpit was moved farther aft, the rear fuselage was deepened and all tail surfaces were enlarged. The landing gear was also revised and strengthened.
The Loire 46 was of metal construction with aluminum alloy fuselage panels, wing and tail, ribs, spars and stringers of the fuselage, wing and tail. In the left side were two portholes. One of them was intended to illuminate the dashboard, and the second (lower) provides the pilot a better view of the ground during takeoff and landing.
The wing spars were I-beam and the airfoil shaped ribs were set at an angle of 60 degrees to the front spar. The center of the wing never had ribs: it consisted of bent sheet duralumin skin. Almost all of the trailing edge of the wings were rectangular ailerons with compensation weights. They were duralumin, fabric covered. Ailerons were controlled by duralumin rods.
Guns were installed in the center section of the wing. Access to them, as well as a cartridge drive was via removable hatches at the bottom of the wing.
Rudder and elevator control was by cable, equipped with trimmers. The rudder trim was set on the ground. Elevator-section. Wheels are made of magnesium alloy, the mains were 750×150 mm
The fuel capacity was 360 liters, set in the central part of the fuselage, and oil tank capacity of 44 liters located in the central part of the fuselage to the right of the fuel.
On board was Thomson-Ducretet Th.53 a radio. The transmitting antenna was mounted on top of the fuselage behind the cockpit and the receiving antenna under the fuselage. During takeoff and landing the receiving antenna was retracted.
Loire 46 C1 n.01
Powered by an 880hp Gnome-Rhone 14Kcs engine, the Loire 46 flew on 1 September 1934. In October the Loire 46 flew SEMA tests. After SEMA evaluation of the prototype was returned to the factory for minor changes, replacing the cowling and a Oerlikon FF wing gun. Re-engined with a 930hp Gnome-Rhone 14Kfs in February 1935, the Loire 46 demonstrated excellent handling characteristics, and a contract for five pre-series aircraft. In May 1936, the company received an order for 40 fighters Loire 46, launched their production factory Nieuport. At the end of 1936 the order was increased to 60.
The first production Loire 46 C1 was flown in February 1936, deliveries commencing in the following August to the 6e Escadre of the Armee de l’Air. Armament comprised four wing-mounted 7.5mm MAC 1934 guns with 300 rounds per barrel. All new arrivals were sent to the 6th Air Force squadron.
The five pre-production examples were relinquished by the French Service and supplied to the Spanish Republican government between 5 and 7 September 1936.
The last Loire 46 was delivered in July 1937, by which time its gull-winged configuration was obsolescent and most were relegated to Armée de l’Air training schools. Only three remained on the effective first line strength of the 6th Air Force squadron at the beginning of World War II. Another four Loire 46 were in one of the flight schools. The remaining had been withdrawn into reserve.
Loire 46
The outbreak of World War II all serviceable aircraft was given to the disposal of the Polish pilots who escaped to French territory before heading to the combat units.
Those in service with the Spanish the Republican Army arrived in Spain in silver color. It is known that one of these aircraft flew in the squadron Espana. The greatest number of flights on this fighter were performed by lieutenants and A.Gvide and V.Venil. At least another four aircraft joined the international Fighter Group, commanded by the Spaniard M.Luna.
The machine guns, and ground equipment for the Loire was sent to Spain in 46 trucks, and did not reach the destination. The Spaniards fitted Vickers guns with a lower rate of fire and heavier. The highest scoring Republican pilot, A.Las Salle, made emergency landings in two Loire 46. In both cases, it was preceded by the engine stopping.
In the first months of his stay in Spain, Kovalevsky, who arrived in Spain in the first group of Soviet pilots, shot down three enemy aircraft, including on September 25, 1936 at Madrid, a Ju-52 bomber.
On September 16, 1936, a Republican fighter shot down G.Morato, landing in neutral territory. All the wreckage was collected for examination by the Republicans. On October 21, 1936 during bombing raid the fighter was damaged in a parking lot. Under different circumstances at their aerodromes four Loire 46 were also lost.
Loire 46 Engine: 1 × Gnome-Rhône 14Kfs, 694 kW (930 hp) Prop: 3 blade metal fixed pitch Gnome-Rhone 85NZ type series 1440 Wingspan: 11.83 m (38 ft 9¾ in) Wing area: 19.50 sq.m (209.9 sq ft) Length: 7.88 m (25 ft 10¼ in) Height: 4.13 m (13 ft 6⅝ in) Empty weight: 1,450 kg (3,197 lb) Loaded weight: 2,100 kg (4,630 lb) Maximum speed: 370 km/h (200 knots, 230 mph) Range: 750 km (466 miles) Service ceiling: 11,750 m (38,550 ft) Rate of climb: 12.09 m/sec (2,411.76 fpm) Climb to 3,000 m (9,840 ft): 3.3 min Armament: 4× fixed forward-firing 7.5 mm (0.295 inch) MAC 1934 machine guns Crew: 1
The X-35 was the Lockheed Martin Joint Strike Fighter (JSF) demonstrator, competing with the Boeing X-32. In November 1996 Boeing and Lockheed Martin were awarded contracts to build two Concept Demonstrator Aircraft (CDA)—one Conventional Take-Off and Landing (CTOL) version and one Short Take-Off and Vertical Landing (STOVL) version—each. The aircraft were not intended to be fighter prototypes, but rather to prove that the selected design concepts would work, hence the use of X-series designations.
Lockheed constructed two prototypes for the evaluation. The initial X-35A reflected the basic Air Force CTOL design, and was used for early flights before being modified into the STOVL version, designated X-35B. While Boeing proposed a direct lift STOVL design based on that used in the Harrier, Lockheed opted for a different approach in meeting the vertical flight requirements. Inspired by the Russian Yak-141, the X-35B incorporated a separate lift-fan that was shaft-driven by the F119 engine, allowing cooler exhaust temperatures during hover. While the Boeing design was more conventional, Lockheed argued that their strategy was better in the long term since it offered more room for growth as the aircraft evolves. The second airframe was the X-35C STOVL demonstrator for the Navy. This model featured an enlarged wing of greater span and area for larger fuel capacity as well as enlarged horizontal tails and flaperons for greater control effectiveness during low-speed carrier approaches. The X-35 was selected as the winner of the JSF competition on 26 October 2001.
The production aircraft to be designated F-35. The System Development and Demonstration (SDD) phase of the F-35 JSF program started with the signing of the SDD contract in October 2001, and with the delivery of test aircraft scheduled to begin in 2008. During the SDD phase, 22 aircraft (14 flying test aircraft and 8 ground-test aircraft) were to be produced and tested. The JSF program is slated to produce a total of 3,002 aircraft for the United States and United Kingdom armed forces.
Lockheed Martin leads a development team including Northrop Grumman, BAE Systems, and Pratt & Whitney. Lockheed Martin brings in advanced technology experience, stealth technology and other technologies and experience which it has gained during F-22 research and development. Northrop Grumman offers tactical aircraft knowledge, stealth technology and carrier suitability. BAE System provides expertise and experience with short take off and vertical landing (STOVL) technology as well as advanced subcontract management. Pratt & Whitney is the builder of the engine which will power the JSF which is based on the F-119 turbojet from the F-22.
To forfill the demands of the main contractors three different variants are developed. All versions will have a common structure and have the same fuselage and internal weapons bay. They will all three be powered by a F-119 modified engine. All variants will carry the standard designation F-35.
The F-35A is the standard variant with conventional take off and landing developed for the US Air Force, the biggest JSF customer. The F-35A will replace the F-16 and the A-10 aircraft currently operated by the USAF.
X-35B
The F-35B is the STOVL variant of the JSF. The F-119 is modified using the experience of BAE Systems based on the Rolls-Royce Pegasus engine from the AV-8 Harrier. Unlike the Air Force variant the F-35B carries no internal gun and the air refuelling probe is located on the right side of the forward fuselage instead of receptacle on the top surface of the aircraft. The main customers for the F-35B will be the USMC to replace the F/A-18 Hornet ands the AV-8B Harrier IIs and the United Kingdom to replace the Royal Air Force/Royal Navy combined Harrier force of Sea Harriers and GR.7s.
The F-35C is a modified design which enables the JSF to operate from aircraft carriers using conventional carrier landings and catapult take off. The F-35C internal structure and landing gear have been strengthened to handle the loads associated with catapult launches and arrested carrier landings. It has a larger wing area than other JSF types with larger control surfaces for better low speed handling. Like the F-35B is has a refuelling probe instead of a receptacle. The US Navy will be the biggest customer of this variant. The F-35C will complement the US Navy fleet of F/A-18E/F fighters by replacing the F/A-18 A+ and C Hornet in service.
Lockheed Martin F-35B Lightning II BF-3 – the third example of the short takeoff/ vertical landing version – arrived at NAS Patuxent River, Maryland on February 17, 2010. It made its first flight on February 2 at Fort Worth, Texas and was taken from there to the naval air station by F-35 Test Pilot Jeff Knowles. Another two F-35Bs are due to join the three aircraft at Patuxent River for the flight test programme.
The F-35B was about to conduct its first vertical landing which would be a major milestone for the short take-off, vertical landing (STOVL) variant and work has started on the first F-35 lightning II for the UK.
The Lockheed Martin X-35C Joint Strike Fighter (JSF) Navy demonstrator completed medium-speed taxi testing Dec. 14 2000 at Palrndale, California, in preparation for first flight as early as Dec. 16. The aircraft, with a larger wing and control surfaces than the X-35A, will undergo about 20 hr. of flight test at Edwards AFB, before being flown to NAS Patuxent River, Md., for the continuation of demonstrations. Meanwhile, Boeing has completed structural mode interaction testing on the X-32B short takeoff and vertical landing demonstrator, expected to fly during the first quarter of 2001. The Boeing X-32A demonstrator completed government-required Navy demonstrations Dec. 2, 2000.
First flown on 24 October 2000, the JSF X-35A demonstrator aircraft completed a highly successful flight-test programme in August 2001, and the following October the US Government awarded its development contract to Lockheed Martin over the other contender, Boeing. The lift system uses a counter-rotating lift fan, located behind the cockpit and connected to the engine by a drive shaft, as a primary lifting force. The fan produces more than 18,000 lbs of cool thrust in hover flight, with an additional 18,000 lbs coming from the main engine’s vectored aft nozzle and wing roll-posts. The shaft driven Rolls-Royce lift fan amplifies engine thrust and reduces exhaust temperature and velocity during STOVL operations. First flown on 24 June 2001, in 2001 the X-35A, reconfigured as the STVOL X-35B, achieved its first vertical take-off, level supersonic flight, and vertical landing. The X-35C is to evaluate manoeuvering qualities, as a conventional carrier version and first flew on 16 December 2000. This version has larger wing and control surfaces and is stressed for catapult launches and arrested landings. This wing could also be applied to the B or A version.
By March 2010, it appeared that just five F-35s had flown: F-35A AA-01 on December 25, 2006. F-35B BF-0 1 on June 11, 2008. F-35B BF-02 on February 2, 2009 F-35A AF-01 on November 14,2009 F-35B BF-03 on February 2, 2010
The first F-35A has since been retired from flight duty. Two of the three F-35Bs were at Naval Air Station Patuxent River, Maryland, for preliminary STOVL evaluation tests.
The first pre-production F-35A flew on 15 December 2006, about three months behind schedule due to engine integration and ground testing delays.
F-35 Lightning II
As of 2014, 115 have been built at $106,000,000 each.
With over 1,000 aircraft delivered to 17 nations, including Australia, Israel, Japan, South Korea, and multiple NATO allies, and production plans exceeding 3,000 units, the F-35 represents the standardisation of fifth-generation technology across Western and allied air forces.
The U.S. Air Force’s 500th F-35A Lightning II fighter jet arrived at the Florida Air National Guard’s 125th Fighter Wing in Jacksonville on July 9, 2025.
500th USAF F-35A Lightning II
The aircraft is one of the first three F-35As permanently assigned to the wing, known as “the Thunder,” and features the unit’s legacy tail flash. By the end of 2024, Lockheed Martin had delivered a total of 1,102 aircraft. That figure included 797 F-35As built for the United States and allied air forces, along with 203 short takeoff and vertical landing F-35Bs built for the U.S. Marine Corps, the Royal Navy, the Royal Air Force, and the Italian Navy. The first examples for Japan’s Navy are also in production and delivery. According to F35.com, more than 1,215 F-35s of all variants have now been delivered worldwide, flown by over 3,000 pilots who have accumulated more than one million flight hours.
In the late 1970s, the US Air Force identified a requirement for 750 examples of an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle. Flown by a single pilot, it must be able to survive in an environment filled with people, both in the air and on the ground, whose sole purpose is to destroy it. To test the concepts that would eventually be combined in the ATF, the US AF initiated a series of parallel research programmes. The first was the YF-16 control-configured vehicle (CCV) which flew in 1976-77 and demonstrated the decoupled control of aircraft flight path and attitude; in other words, the machine could skid sideways, turn without banking, climb or descend without changing its attitude, and point its nose left or right, or up or down, without changing its flight path. Other test vehicles involved in the ATF programme included the Grumman X-29, which flew for the first time in December 1984 and which was designed to investigate forward-sweep technology, and an F-111 fitted with a mission adaptive wing (MAW) – in other words, a wing capable of reconfiguring itself automatically to mission requirements.
Flight testing of all these experimental aircraft came under the umbrella of the USAF’s Advanced Fighter Technology Integration (AFTI) programme. In September 1983, while the AFTI programme was well under way, the USAF awarded ATF concept definition study contracts to six American aerospace companies and, of these, two – Lockheed and Northrop – were selected to build demonstrator prototypes of their respective proposals. Each company produced two prototypes, the Lockheed YF-22 and the Northrop YF-23, and all four aircraft flew in 1990. Two different powerplants, the Pratt & Whitney YF119 and the General Electric YF120, were evaluated, and in April 1991 it was announced that the F-22 and F119 were the winning combination. The F119 advanced technology engine, two of which power the F-22, develops 155kN and is fitted with two-dimensional convergent/ divergent exhaust nozzles with thrust vectoring for enhanced performance and manoeuvrability.
The Raptor is designed and built by Boeing, Lockheed Martin and Pratt & Whitney. Boeing supplies the F-22s 2,000-lb titanium and composite wings and aft fuselage, integrates and tests the advanced avionics and is responsible for the training and life-support systems.
Previously the designation for the Raptor was changed to F/A-22 to indicate the possible air-to-ground role of the aircraft. JDAM bombs can be carried in the internal weapon bay, while the optional external pylons offer a more flexible station for air-to-ground armament. However the U.S. Air Force changed the designation back to F-22 in December 2005, although it will still posses the secondary air-to-ground role.
The F-22 combines many stealth features. Its air-to-air weapons, for example, are stored internally; three internal bays house advanced short-range, medium-range and beyond-visual-range air-to-air missiles. Following an assessment of the aircraft’s combat role in 1993, it was decided to add a ground-attack capability, and the internal weapons bay is also capable of accommodating 454kg GBU-32 precision-guided missiles. The F-22 is the first production aircraft with the ability to super cruise – flying at supersonic speeds without the use of afterburners. The F-22 is designed for a high sortie rate, with a turnaround time of less than 20 minutes, and its avionics are highly integrated to provide rapid reaction in air combat, much of its survivability depending on the pilot’s ability to locate a target very early and take it out with a first shot. The F-22 was designed to meet a specific threat, which at that time was presented by large numbers of highly agile Soviet combat aircraft, its task being to engage them in their own airspace with beyond-visual-range weaponry. It will be a key component in the Global Strike Task Force, formed in 2001 to counter any threat worldwide. The USAF requirement is for 438 aircraft.
The first definitive F-22 prototype was rolled out at the Lockheed Martin plant at Marietta, Georgia, on 9 April 1997.
The planned first flight of the F-22A, scheduled for 29 May 1997, was delayed by a small fuel leak in the F-1A tank just aft of the cockpit, together with an oil problem in the APU/auxiliary generator system area and software troubles.
The first flight was delayed to 7 September 1997. The second prototype first flew on 29 June 1998. The first two Raptor fighters, Nos. 4001 and 4002, have only 80% of the required strength, partly the result of an aggressive weight-cutting program, and the No. 4003 airframe has been strengthened to make it 100% capable. The third F-22 was delivered to Edwards AFB in March 2000. The aircraft was about eight months behind schedule. The empty weight is still low enough to beat the operational requirements. Raptor 4001 has been doing high speed tests such as loads and flutter but could not fully clear the envelope because of the lower strength, although it and ship No. 4002 have both exceeded 7g loads. The Air Force will only say that the required F-22 limit exceeds 7g. Raptor 4003 will provide full high speed clearance for subsequent aircraft, but will first spend several months on the ground at Edwards AFB because the reworked structure requires new ground vibration tests and other evaluations. The nonstop delivery from Marietta, Ga., was the fourth flight of 4003 and lasted 4 hr. 50 min., including four aerial refuelings. By late 2001, there were eight F-22s flying.
A YF-22 being tested at Edwards reacted unexpectedly when a go round initiated a changed in its fly-by-wire control laws. After a few cycles of PIO, the aircraft belly-flopped onto the runway.
In January 2003, the Air Warfare Center at Nellis Air Force Base near Las Vegas, Nevada, received its first Raptor. It was the twelfth F-22 produced. The 422nd Test & Evaluation Squadron took on seven more F-22s for testing and training of the initial cadre of instructor pilots. The 43rd Fighter Squadron became the first F-22 squadron when it received its first F-22 (then designated F/A-22) in the end of September in 2003. The unit of the 325th Fighter Wing carries out the training at Tyndall Air Force Base, Florida. In January 2004, the first pilot qualified at Tyndall AFB.
The 27th Fighter Squadron of the 1st Fighter Wing at Langley AFB became the first operational F-22 squadron when it received its first Raptor in January 2005. The squadron was declared operational (initial operational capability) in December 2005 with 12 F-22A Raptors. Also based at Langley AFB, the 94th Fighter Squadron received its first two Raptors in March 2006. On January 19, 2007, the last of 40 F-22A Raptor for the 1st Fighter Wing was delivered to the 94th FS, equipping both fighter squadrons with 20 Raptors each.
First prototype: N22YF (GE YF120 engines) rolled out at Palmdale 29 August 1990; first flight/ferry to Edwards AFB 29 September 1990; first air refuelling (11th sortie) 26 October 1990; Mach 1.58 supercruise’ (later exceeded) on 3 November 1990; first thrust-vectoring 15 November 1990; anti-spin parachute fitted for high AoA tests with thrust-vectoring; last flight 28 December 1990 — total 43 sorties/52.8hr.
Second prototype: N22YX (P&W F119 engine) first flight Palmdale-Edwards 30 October 1990; launched first AIM-9M Sidewinder on 28 November 1990 and AIM-120 AMRAAM on 20 December 1990; achieved Mach 1.8 26 December 1990; last flight 28 December 1990 — total 31 sorties/38.8 hrs. Summary demonstrated thrust vectoring, including 100deg/sec roll rate at 120kt (222km/h; 138mph); Mach 2 speed with afterburning. Aircraft in storage at Edwards AFB from January 1991.
Despite its $150 million unit cost and production run of only 195 aircraft, terminated early due to post-Cold Its capabilities were partially demonstrated during deployments to Syria, where Raptors operated with impunity even in airspace covered by advanced Russian air defence systems.
The F-22’s main limitation is its age—designed before modern networked warfare concepts were fully developed, it lacks some of the connectivity features of newer aircraft.
Lockheed Martin F-22 Raptor
However, ongoing modernisation programs including upgraded processors, new datalinks, and integration with the latest AIM-260 long-range missiles will keep the Raptor at the forefront of air combat capability until its planned replacement by the sixth-generation NGAD (Next Generation Air Dominance) fighter.
F-22A Engines: two Pratt & Whitney F119-P-100 turbofan, 155.69 kN (35,000 lb st) with afterburning Length 18.92m (62 ft 1 in) Height 5.00m (16 ft 5 in) Wing span 13.56m (44ft 6 in) Empty weight: 13.608+ kg (30,000+ lb) Max Take-Off Weight: 26.308 kg (58,000 lb) Max level speed at optimum altitude: Mach 1.58 in supercruise Max level speed at 30,000 ft (9145m) Mach 1.7 in afterburning mode Service ceiling: 15,240+m (50,000+ ft) G limit: +7.9 Armament: one 20mm M61A2 Vulcan six-barrel gun with 480 rounds; 2 AIM-9X Sidewinder IR-guided missiles in internal side bays. Up to 6 AIM-120C or 4 AIM-120A AMRAAM missiles in internal fuselage weapon bays or 2 AIM-120C AMRAAMs and 2 GBU-32 JDAM bombs or 2 GBU-30 JDAM bombs. Up to four fuel tanks and up to 8 missiles on optional external hardpoints.
Faced with the military requirement for a quiet observation aircraft, Lockheed Missiles & Space Co. (LMSC) developed the “Q” Series Aircraft: QT-1 (conceived, but not constructed), QT-2 (N2471W and N2472W) later modified to QT-2PC configuration (#1 and #2), and Q-Star. Note: “QT: for Quiet Thruster.
The Q-Star Aircraft was LMSC’s “House Aircraft” for evaluating “quiet recon” concepts. Eighteen propeller/reduction systems and other items were evaluated. It flew early versions “Black Crow” Sensors and was the first aircraft to use a rotary combustion chamber (Wankel) engine for primary power.
Two Schweizer 2-32s (67-15345 and 67-15346) from the U.S. Naval Test Pilot School X-26 Program (USNTPS) were modified to QT-2 configuration (QT for Quiet Thruster) by the Lockheed Missiles & Space Co. (LMSC) and civil registered as N2471W and N2472W.
In 1967 the aircraft were modified by adding a Continental O-200 engine, V-Belt RPM reduction system, four-bladed fixed pitch wood (Fahlin) propeller, and airframe upgrades. The QT-2 first flew in August 1967.
After demonstrating quiet flight, the aircraft were again modified to military QT-2PC configuration, known only as Tail Numbers “1” and “2”, with GFE avionics and camouflage for night operation. They were successfully evaluated in Southeast Asia (Prize Crew OpEval) for covert (“stealth”) tactical airborne observation in the spring of 1968 (during Têt). Arriving in South Vietnam just before the 1968 TET Offensive, they accumulated approximately 600 hours flying exclusively tactical night missions during the first three-month deployment. They continued to operate in Vietnam during most of 1968 (Prize CrewII) and were then transferred to the Navy (NTPS Pax. R.) as X-26Bs in 1969. The QT-2PCs were the first military aircraft to use “Starlight Scopes”.
QT-2PC #1 in the Soc Trang, RVN Army Airfield Hangar in 1968
The two QT-2PCs were returned to USNTPS in 1969 and re-designated X-26Bs.
The #1 QT-2PC was re-designated “67-15345” and the #2 aircraft was used for spare parts.
The #1 ship is now at USAAM at Ft. Rucker, AL. The #2 ship QT-2PC N2472W was retro-verted to SGS 2-32 configuration and is operated by Mile High Gliders in CO.
Lockheed Aircraft Corp. offered the rotating combustion engine its first chance to fly. Under a Navy contract, Lockheed was experimenting with ul¬tra quiet aircraft for undetected low altitude reconnaissance. Several air¬frame configurations, were developed culminating in the QT 3. Basically the QT 3 (QT for quiet thruster) consisted of a highly modified Schweizer 2 32 sailplane equipped with art amidship mounted Continental 100 horsepower engine turning a large slow turning propeller through a reduction drive and long overhead propeller shaft. The QT 3 yielded airframe and propellor noise so low that the most noticeable remaining sound was valve action in the engine. Endeavoring to eliminate valve noise, Lockheed’s engineers seized upon the RC engine since it has no valves, only ports.
Replacing the air cooled Continen¬tal with an RC 2 60 U5 liquid cooled engine required extensive reengineer¬ing. A Corvette aluminum radiator was grafted to the nose and redesigned reduction gearing was required. A 5.34/1, two stage ‘V’ belt reduction system reduced 6,000 rpm at the en¬gine down to 500 propeller rpm. Only 185 horsepower was used in the Q Star due to carburetor limitations. Nevertheless, power was increased by 85% with only a 6% increase in air¬frame weight. A three blade 90 100in constant speed propeller converted power to thrust. Laminated birch was used for blade material but at least one propeller had a balsa wood core covered with glass fibre.
Throughout the QT proj¬ect, Lockheed tested five 4 blade, two 6 blade, and two 3 blade props.
Flight testing revealed previously un¬attainable levels of quiet flight. Com¬pound muffling culminated in a discharge pipe pointing straight up. Re¬sidual noise was thereby directed away from the ground. As a test a Cessna 182 and the Q Star, both load¬ed to 2,600 pounds gross weight, were flown over the airport at 800 feet. The 182 was easily detectable by engine and propeller noise; Q Star was almost impossible to detect. Even at 400 feet the Q Star sounded only like leaves rustling in a light wind. In the cockpit, engine noise is similar to the hum of an electric motor and even then, most noise in the cockpit seemed to be aerodynamically originated.
Potential of the QT-2 / Q-Star was such that Lockheed produced a refined version for the US Army: The YO-3A.
Engine: 1 x Cont. IO-360, 154kW Wingspan: 17.4 m / 57 ft 1 in Length: 9.2 m / 30 ft 2 in Wing area: 17.0 sq.m / 182.99 sq ft Crew: 2
QT-2PC Engine: 1 × Continental O-200, 100 hp (75 kW) Propeller: Ole Fahlin four-blade, 8 inch chord, fixed-pitch 100 inch diameter Wingspan: 57 ft 1.5 in (17.37 m) Wing area: 185 ft² (16.7 m²) Wing aspect ratio: 18 Length: 30 ft 9 in (9.33 m) Height: 9 ft 3 in (2.74 m) Loaded weight: 2,500 lb (kg) Fuel Capacity: 20 gallons (nominal) Service ceiling: 13,000 ft (m) Rate of climb: 200 ft/min (m/s) Quiet cruise speed: 70 – 80 mph Wing loading: kg/m² (lb/ft²) Flight endurance: Planned = 4+ hours; demonstrated = 6.7+ hours Crew: two
The U 2 was designed by Kelly Johnson to fly high and far. His equation stressed simplicity: flush rivets, high aspect ratio wet wing, ultralight structure, stunning power to weight ratio. Conceived originally to meet a CIA requirement for an aircraft with the potential of operating at extreme altitude and first flown in the mid-1950s, the U-2’s unique capabilities rendered it virtually immune from interception, and made possible repeated overflights of the Soviet Union, as part of the intelligence-gathering efforts of that era.
The requirement for high altitude and long range needed an aircraft with low wing loading, the latter large quantities of heavy fuel to confer the necessary range. Therefore the U-2 is of very lightweight construction, dispensing with conventional landing gear and pressurisation to save extra weight, and having wings of large area. Landing gear is of bicycle type with single wheels fore and aft, and balanced on the ground by wing-tip ‘pogos’ – a strut and wheel device which drops away when the U-2 becomes airborne – was selected. The pilot is accommodated on a light-weight seat, dressed in a semi-pressure suit with his head enclosed in an astronaut-type helmet, and forced to breathe pure oxygen for his survival. A medium-powered turbojet is adequate to lift this lightweight aircraft, and long range is possible by shutting it down and gliding for long periods.
Development of the U-2 began in the spring of 1954 to meet a joint CIA/USAF requirement for a high-altitude strategic reconnaissance and special-purpose research aircraft. It took place in the Lockheed ‘Skunk Works’ at Burbank, California, where – after acceptance of the design in late 1954 – two prototypes were hand-built in great secrecy by a small team of engineers. The aircraft’s true purpose was cloaked under the USAF U-for-Utility designation U-2, and the first flight took place on or about 1 August 1955. Once military power is on the engine for takeoff, the throttle was not touched again until ready for descent. Speed is kept fairly constant at Mach 0.715, and excess power was traded for cruise-climb altitude gain.
At about the same time US President Dwight D. Eisenhower was proposing his ‘Open Skies’ policy, one of mutual East/West aerial reconnaissance of territories. President Eisenhower hoped that his policy would reduce tension between East and West, thus preventing the growth of the nuclear arms race. Unfortunately the Soviet Union would have nothing to do with this proposal. Consequently ‘Kelly’ Johnson’s new ‘spy plane’ assumed greater importance. The prototypes were followed by production of about 48 single-seat U-2A and U-2B with differing power plant, and five two-seat U-2D. Some U-2B were converted later to U-2D standard.
By 1960 about 25 U-2s had operated from bases in Japan, Pakistan, Turkey and Europe since 1957 on flights around and over Russian-controlled territory.
An additional batch of 12 U-2R was ordered in 1967. A new version, known as the TR-1, entered production as a tactical-reconnaissance aircraft, equipped with a variety of electronic sensors.
Referred to as just U-2, there has been reference to a U-2B and U-2D, as well as single-seat and two-place versions. Early Lockheeds were powered by a single 11,000-1b thrust P&W J57, later models are reported to have the more powerful J75P-13. Forward landing gear is dual pneumatic type, approximately 20 in diameter, is non-steerable; rear gear is dual hard rubber of approximately 8″ diameter and steerable. A lightly stressed thin skin covers the U-2. Lockheed Martin’s Skunk Works has rewired the U-2s over the years during maintenance checks to make the aircraft compatible in the electro-magnetic interference environment.
The initial U-2As built by Lockheed in the 1950s either have been destroyed by accidents, combat or have been retired. They have been operating from Edwards AFB since 1957. The 40% larger U-2R was developed in the late 1960s, and deliveries to the Air Force started in 1969.
In addition to photo and electronic reconnaissance, U-2 were used for weather reconnaissance, high-altitude research, measurement of radiation levels, and for the tracking and recovery of space capsules. They were used for reconnaissance during the Cuban crisis, in Vietnam and during the Arab-Israeli conflict.
The destruction of the U-2B aircraft being flown by Francis ‘Gary’ Powers on 1 May 1960 brought an abrupt halt to this phase of activities, CIA attentions then focussing on the People’s Republic of China which in the early 1960s was fast emerging as a major nuclear power.
In August 1964 an Air Force U-2 crashed bear Boise, Idaho, the Chinese Nationalist Air Force officer pilot being trained at Davis-Monthan AFB 4080th Wing, parachuted to safety. This was the first indication that Chinese Nationalist pilots were being trained in the US. Three U-2s piloted by Chinese Nationalist pilots from Formosa bases had been shot down over Communist China, the first in September 1962. The US had reported selling only two U-2s the Formosa.
U-2 and TR-1 operations are usually conducted in what is best described as a ‘permissive’ environment on the friendly side of important frontiers.
Powered by the Pratt & Whitney J75, the craft rotates in less than 200 feet as wheeled outriggers fall away. Climbing at 160 knots and 6,000 plus fpm initially, sustaining 45 degrees pitch up. Only to the 45,000 foot physiological limit in the two seat trainer version without pressure suits, but the U 2 will climb to 70,000 plus. Stressed for 1.7 positive Gs and half a G negative, the U 2 demands a gentle hand.
Scrupulous energy management alti¬tude, attitude, airspeed, power setting ¬measures successful landings. Each ex¬cess foot at the threshold puts you 1,000 foot farther to touchdown. Two point land¬ings are essential; touching front wheel first causes ballooning in ground effect.
A couple of original production examples were assigned to NASA.
The Strategic Air Command use the U-2R which entered service in the late 1960s and which differs from its predecessors by virtue of greatly increased length and wing span. The U-2R was joined by an increasing number of TR-1s, these externally being very similar although they are intended for tactical rather than strategic missions. At least 25 of these were ordered by the USAF in 1968.
From 2002, Lockheed Martin upgraded the 31 strong U-2 fleet with state of the art glass cockpit displays and controls as the U-2S.
The service bought 37 TR-1 s in the 1980s, with the last one delivered in 1989, and these were the core of the U-2S and U-2STs in operation by the 9th Reconnaissance Wing here. The replacement of the Pratt & Whitney J75 turbine engine by the General Electric F101-GE-F29 turbofan in the 1990s caused the redesignation of the U-2R to the U-2S. The GE engine was later redesignated the F 118-GE-101.
The F 118 fuel consumption is some 16% less than the J75, which allows for a 1,220-naut.-mi. increase in range, or increased time on station. The 1,300-1b. lower weight of the General Electric engine also allows a 3,500-ft. increase in operational altitude and an increased payload. The U-2’s primary defense against both aircraft and surface-to-air missiles is its altitude, although newer variants of air-to-air and surface-to-air missiles can reach the U-2’s altitude. The reconnaissance aircraft is equipped with a radar warning system, but not with active defenses, such as flares or chaff.
The Air Force will still only say that the U-2 will fly above 70,000 ft., but the actual normal operational altitude is below 80,000 ft. and above 75,000 ft.
For descent almost everything possible on the aircraft is extended. The throttle to idle, lowered landing gear, raised spoilers and flaps in the gust-up configuration and extended fuselage-mounted speed brakes. Once stable on descent, the rate is dose to 3,000 fpm. A speed of Mach 0.715 is used to 53,000 ft., when a speed of 160 kt. is established. In the case of either an engine or electrical failure, with the aircraft descending clean, it could easily take longer than an hour to descend from altitude. The battery in the U-2S has a life of about 1 hr. and would run out just about when you needed to talk with the tower about deadstick landing instructions. The pilot also is able to raise the spoilers for landing with a micropump and accumulators, a new feature to the U-2.
Pilots claim that the U-2 is one of the hardest aircraft to land because of the need to stall the aircraft on landing and touch down rear wheel first, not to mention the effect of wind on the glider-like aircraft.
TR-1A
The U-2 aircraft was ordered back into production in 1979 as a high altitude tactical reconnais¬sance platform, this time as the TR-1A. The TR-1A is designed for tactical reconnaissance primarily in the European theatre, using UPD-X side-looking airborne radar (Slar) for surveillance up to 55km into hostile territory from friendly areas.
The first TR-1A flew on 1 August 1981 and the USAF acquired 26 of these single seaters plus two two-seat TR-1Bs. In 1984 the TR-1A flew with the precision location/strike system (PLSS) and, following successful trials, at least some of the fleet were to be allocated to this role. PLSS involves the use of three TR-lAs to detect and locate emitters and then direct attacks upon them.
In 1982 the USAF began taking delivery. Using the same basic airframe as the U-2R, the TR-1A high altitude battlefield reconnaissance aircraft was operational with the USAF flying from bases in Europe including the UK in 1990. It is equipped with an advanced sideways looking airborne radar (SLAR) and incorporates the latest ECM.
Two examples of a two-seat variant known as the TR-1B were assigned to training duties at Beale AFB, California. The TR-1B trainer has a second, raised cockpit in tandem.
ER-2
Replacing earlier U 2C’s, NASA took delivery of three ER-¬2’s, (the NASA designation for the TR 1A). The three are 80¬1063 / N706NA, 80 1069 / N708NA and 80 1097 / N709A. The first was delivered in June 1981 and the last (80 1097) was delivered in April 1989. Two are owned by NASA, while the third is leased from the USAF.
A Lockheed U-2S Dragon Lady, assigned to the 9th Reconnaissance Wing (RW) at Beale Air Force Base (AFB), California, successfully completed a test flight equipped with an AI algorithm under the control of USAF pilot, Maj “Vudu” on December 15, 2020. The first US military aircraft to fly with an artificial intelligence (AI) co-pilot.
Maj “Vudu” USAF U-2S Dragon Lady pilot assigned to the 9th RW on December 15, 2020.
The U-2S, developed by Air Combat Command’s U-2 Federal Laboratory, the algorithm – known as ARTUμ – was named in reference to the fan-favourite droid, R2-D2, from the Star Wars franchise. The system is designed to completed specific in-flight tasks that would otherwise have been completed by the pilot.
During the test flight, ARTUμ took control of the U-2’s sensors and tactical navigation systems, leaving Maj “Vudu” to fly the aircraft and coordinate with the AI on sensor operation. The Dragon Lady flew a reconnaissance mission during a simulated missile strike, in which ARTUμ was responsible for locating enemy launchers, while the pilot looked out for threatening aircraft. Both the human pilot and AI co-pilot shared the U-2’s radar throughout the test sortie.
The USAF adds that the test flight “was part of a precisely constructed scenario, which pitted the AI against another dynamic computer algorithm in order to prove the new technology.” It explained that control of the U-2’s sensors was handed over to ARTUμ after take-off, which then used insight gained from more than half-a-million computer simulated training missions to manipulate the sensors in-flight. Maj “Vudu” and ARTUμ successfully teamed-up during the demonstration to share the Dragon Lady’s sensors and all mission objectives were achieved, the service concluded.
A Lockheed U-2S Dragon Lady high-altitude reconnaissance aircraft, 9th Reconnaissance Wing (RW), Beale AFB, California, on December 15, 2020.
A two-seat TU-2S trainer variant of the U-2 logged a more than 14h flight covering over 6,000nm (11,110km) while overflying the 48 contiguous states of the continental USA setting a new endurance record for the type. The US Air Force (USAF) confirmed the flight on 1 August, noting the long-distance sortie launched from the U-2 fleet’s home base at Beale AFB in California’s Sacramento Valley on 31 July 2025. The success of the long-endurance mission pushed the U-2S “beyond its known limits”, the air force says. “The flight itself maxed out the operational range of the U-2 and placed the pilots at the edge of their physiological limit,” the service notes.
TU-2S
The timing of the record-setting sortie was likely deliberate. The USAF is seeking to retire is fleet of 24 operational U-2S and three TU-2S jets by 2026, while advocates for the Cold War-era platform look for arguments to keep the type flying.
U-2A Engine: 1 x Pratt & Whitney J57 P 37A turbojet, 11,200 lb (5,080 kg) st. Wing span: 80 ft 0 in (24.38 m). Length: 49 ft 7 in (15.11 m). Height: 13 ft 0 in (3.96 m). Gross weight: 15,850 lb (7,190 kg). Max speed: 495 mph (797 km/h) at 40,000 ft (12,200 m). Crew: 1. Armament: None. Typical range: 2,200 miles (3,540 km).
U-2B Engine: 1 x Pratt & Whitney J75. Seats: 1.
U-2C Engine: 1 x Pratt-Whitney J75-P-13B, 7711kg Max take-off weight: 10225 kg / 22542 lb Wingspan: 24.38 m / 80 ft 2 in Length: 15.24 m / 49 ft 8 in Height: 4.57 m / 14 ft 12 in Wing area: 52.49 sq.m / 565.00 sq ft Cruise speed: 740 km/h / 460 mph Op speed: Mach .73 to .80 Ceiling: 27000 m / 88600 ft Range: 4635 km / 2880 miles at 475-mph at 70,000-ft Flight endurance: 7.5 hr Crew: 1 Rate of climb: 8,000 fpm at 160-kt Time to 30,000 ft: 5 min Time to 50,000 ft: 9 min Time to 60,000 ft: 12.5 min Cruise climb to 70,000 ft: 28 min Indicated airspeed (IAS) above 70,000 ft:110 kt Mach buffet speed: 115 kt IAS / 410 kt TAS
U-2D Engine: 1 x Pratt & Whitney J75. Seats: 2.
U-2R Range: 3,000-plus miles (2,609 nautical miles).
U-2S
TR-1A Engine: 1 x Pratt & Whitney J75-PW-13B turbojet, 7711 kg (17,000-lb) thrust Estimated maximum cruise speed at over 21335 m (70,000 ft) 692 km/h (430 mph) (Mach 0.57) Operational ceiling est: 27430 m (90,000 ft) Maximum range: 4825+ km (3,000+ miles). Fuel internal: 4450 lt. Endurance: 12 hr. Air refuel: No. Seats: 1. Empty weight: about 7258 kg (16,000 lb) Maximum take-off 18144 kg (40,000 lb). Wing span 31.39 m (103 ft 0 in) Length 19.20 m (63 ft 0 in) Height 4.88 m (16 ft 0 in) Wing area about 92.90 sq.m (1,000 sq ft).
TR-1B Seats: 2.
ER-2 Engine: 1. Wing span: 105 ft. Op alt: 68,000 ft. Endurance: 8 hr.
A-11 / A-12 In response to a programme for the construction of a high-speed, high-altitude, long-range reconnaissance conventional aircraft, funded by and earmarked for service with the Central Intelligence Agency (CIA), a number of US companies submitted proposals for consideration, Lockheed’s ‘Ox-cart’ from the design team led by C. L. ‘Kelly’ Johnson eventually being adjudged most suitable, and this duly received the go-ahead in the autumn of 1959.
Construction of the prototype (60-5932) single-seat A-12, as the machine was officially known, forged ahead at the ‘Skunk Works’, the virtually complete prototype being taken by road to the remote Groom Lake flight test facility during January 1962 for final assembly and flight testing. The A-12 got airborne for its first official flight on 26 April 1962, this event being preceded by a totally unexpected ‘hop’ during the course of high-speed taxi trials two days earlier.
Construction was largely of titanium to maintain structural integrity, as localised skin temperatures of up to about 427°C could be reached through air friction.
Lockheed A-12
In the early days of the flight test the first A-12 relied upon two Pratt & Whitney J75 turbojet engines for power, the same company’s J58 turbo-ramjet engine not being installed until much later in the year. Almost inevitably, with such a sophisticated machine, the project suffered from many problems during the early stages of flight testing, these being experienced in virtually every area, but despite this the CIA apparently began to take formal delivery of its initial fleet of 10 aircraft (serial numbers 60-6924/6933) shortly before the end of 1962 and these were later joined by a second batch of five A-12s (60-6937/6941). Of these 15 machines, one (60-6927) was completed as a two-seater for training duties, this differing from its counterparts by virtue of having a second, raised, cockpit and featuring conventional J75 engines which bestowed a maximum speed of about Mach 1.2, well below that of the standard A-12 which was apparently capable of approximately 3860 km/h 2,400 mph) or Mach 3.6 at altitudes in the order of 28040 m (92,000 ft), figures which significant exceeded those records established by the YF-12A at the beginning of May 1965.
A-12
In addition, the last two production examples of the A-12 were configured to carry the GTD-21B drone and these also featured a second crew station aft of the pilot’s cockpit, his housing the Launch Control Officer. As far is is known the GTD-2 1 B/A- 12 pairing was not employed operationally but the drone may have undertaken reconnaissance missions after launch from a specially configured Boeing B-52H Stratofortress.
This A-12 crashed near Wendover, Utah in 1963 after entering an unrecoverable flat spin. Pilot Ken Collins managed to eject safely. He then successfully deterred several locals, who had come to his aid with the canopy of the shadowy A-12 on the back of their pickup, from the crash site by telling them the wreck was that of an F-105 Thunderchief with a nuclear weapon onboard. That same day, the CIA administered sodium pentothal to ensure Collins had divulged every last detail of the incident. When the men in black later carried him home, still heavily under the drug’s influence, Collins’ wife angrily assumed he’d been out drinking all day with his friends. Several decades later, the retired A-12 pilot was finally able to reveal the truth. X-Plane hunters continue to find components of the top secret aircraft wreck at the remote site.
As far as operational employment is concerned, the CIA continues to maintain a tight-lipped silence about the A-12 but the type’s great speed coupled with its capacity for inflight-refuelling made range considerations virtually irrelevant, the major factor in mission scheduling almost certainly being one of crew fatigue. In view of this and the nonstop 24140km. (15,000-mile) missions accomplished by the later SR-71A it would seem reasonable to assume that intelligence-gathering was accomplished from Groom Lake until at least the summer of 1968, which most sources state as marking the cessation of A-12 activity. In addition, Kadena Air Base on the Pacific island of Okinawa has also been linked with A-12 operations as well as those of the SR-71A, and could well have served for some considerable time as a forward operating location for CIA intelligence gathering activities directed against the People’s Republic of China and North Korea. Reliable reports attest that such activity ceased abruptly on 5 June 1968 following the loss of A-12 60-6932, apparently after take-off from Kadena. By then the SR-71A had attained full operational status and the latter type is believed to have assumed responsibility for A-12 missions at about this time. Eight of the 15 A-12s eventually appeared in open storage at Palmdale during October 1977 though where they had spent the intervening nine years remains a mystery.
Lockheed A-12s while in secret storage at Palmdale, CA
In a Presidential announcement of February 1964, Lyndon Johnson formally revealed the existence of the ‘A-11 aircraft’.
YF-12
YF-12A
The second major ‘Blackbird’ variant to appear was the YF-12A, and it was this model which formed the basis of the Presidential announcement of February 1964 when Lyndon Johnson formally revealed the existence of the ‘A-11 aircraft’, adding that it was then under test as a long-range interceptor’. Three aircraft (606934/6936) of this type were built, the first example making its maiden flight from Groom Lake on 7 August 1963. Eventually to become the most publicly visible of all the ‘Blackbirds’, the three aircraft all featured significantly different nose contours, the forward fuselage chine having had to be redesigned to permit the installation of the Hughes AN/ASG- 18 long range radar required in the interceptor role. Armament was intended to be the Hughes AIM-47A air-to-air missile, four of which would have been housed internally, occupying space which was presumably given over to reconnaissance sensors and systems on the A-12. The type is based on advanced aerodynamics using a blended fuselage/wing design built largely of titanium alloys and covered in a special heat-radiating paint that led to the type’s nickname. The powerplant comprised a pair of 32,500-lb (14740-kg) afterburning thrust Pratt &Whitney J58 (JT11D-20B) bypass turbojets (or turbo-ramjets) which at high speeds produced their power not only as direct thrust from the exhaust nozzle but also as suction at the inlet. The fighter derivative of the basic model was the experimental YF-l2A, of which at least four were produced with the A-11’s original short fuselage, a Hughes pulse-Doppler fire-control system and, in the fuselage chine bays originally used for the carriage of reconnaissance equipment, four AJM-47A air-to-air missiles. The YF-12A never served operationally, but was important in several evaluation programmes.
The YF-12A programme, seen as important in its own right, distracted attention from the more sinister A-12, the model which mounted an assault on several world records at the beginning of May 1965, capturing the headlines and setting new marks for sustained altitudes and speed with what appeared to be consummate ease. That the A- 12 was able to exceed these figures handsomely was not brought to anyone’s attention.
Subsequently, the YF-12As and a single YF-12C (itself simply the demilitarized second production SR-71A with the bogus serial number (06937) spent most of their flying careers at Edwards AFB, California, eventually being used until 1999 by NASA in a major research effort into high-speed flight. This came to an end during 1979, the sole surviving YF-12A (60-6935) being turned over to the USAF Museum at Wright-Patterson AFB, Ohio, in November while the YF-12C was apparently placed in storage at Palmdale. Of the other two YF-12As, 60-6934 fell victim to a landing accident at Edwards at a fairly early stage, most of the rear fuselage later being used as a basis for the sole SR-71C, while 60-6936 was destroyed Arhen it crashed on approach to Edwards during June 1971.
Crewed by a pilot and flight test engineer, these aircraft flew under NASA for 10 years.
On 1 May 1965, a YF-12A established records including 2062 mph and 80,000 ft sustained horizontal flight. The YF-12As were capable of speeds in excess of Mach 3 and of sustained supersonic flight at heights of up to 24,385m.
The YF-12A paved the way for the SR-71A ‘Blackbird’ strategic reconnaissance platform that was retired from first-line USAF service in 1989, but even so the whole programme is still shrouded in secrecy and uncertainties.
SR-71
SR-71A
On Dec. 28, 1962, Lockheed got the contract to build the first group of SR-71s, which were to become the largest and best known branch of the Blackbird family. Bob Gilliland made the first flight on Dec. 23, 1964. One year after the YF-12, the first SR-71 arrived at Beale Air Force Base, California, operational home of the Black¬bird. First flown on 22 December 1964, the SR-71 is an unarmed strategic reconnaissance aircraft. The SR-71B and SR-71C are training variants.
Developed from the A-12 and flown for the first time during December 1964, the Lockheed SR-71A was the world’s fastest operational aircraft, approximately 12 examples being active with the 9th Strategic Reconnaissance Wing at any given time. Possessing the ability to survey 260000 sq.km (100,000 sq miles) of the Earth’s surface in just one hour, the SR-71A routinely cruises at Mach 3 at altitudes in excess of 24385 m (80, 000 ft) during the course of its duties, and is able to gather a variety of data by virtue of highly classified but interchangeable photographic and electronic sensors which are installed to meet specific mission objectives. Deliveries to Strategic Air Command began in January 1966, and it is believed that a total of 32 aircraft was built, this figure including two examples of the two-seat SR-71B plus a single SR-71C, the latter model also being a two-seater for pilot training, built of components taken from crashed aircraft and a structural test specimen.
Unlike the A-12, the SR-71 is a two-seat aircraft with additional accommodation for a Reconnaissance Systems Officer (RSO). Externally, this model also differed from its predecessors in that it has a fully extended chine which is much broader around the nose while the rear fuselage boat-tail was extended by some 1.83 m (6 ft) aft of the trailing edge to improve overall fineness ratio and provide additional fuel capacity. JP-7, the fuel used by the SR-71, is so special due to its properties for operations at the high temperatures caused by Mach 3 cruise that the aircraft has its own fleet of tankers, designated KC-135Q.
The configuration of this aircraft results from extensive wind-tunnel testing to evolve a minimum-drag fuselage providing maximum speed while keeping kinetic heating to the minimum; and to maintain the best possible handling characteristics at supersonic, take-off (about 370km/h) and landing (about 278km/h) speeds. Power plant comprises two 144.6kN Pratt & Whitney turbojets. The 36,287kg of special fuel for these engines – which is contained within upper-fuselage and inner-wing tanks – acts as a heat sink for the entire aircraft, fuel temperature being raised to 320°C before being injected into the engines. Highly complex air intakes with computer-controlled fail-safe systems are essential to ensure that smooth airflow to the engines is maintained over the enormous forward speed range of 0-3,200km/h, at the upper limit of which the engines are virtually operating as turbo-ramjets.
An initial batch of six aircraft formed the subject of the first contract which was placed in December 1962, and the first example took to the air for its maiden flight from Palmdale on 22 December 1964.
Deliveries to the designated operating agency (Strategic Air Command) began on 7 January 1966, the first example assigned actually being the second SR-71B to be produced. SR-71As began to follow during June of the same year to the 9th Strategic Reconnaissance Wing.
Attaining operational status in mid-1967, over 16 years later virtually everything about the SR-71’s usage and mission-related sensor equipment was still the subject of a stringent security blanket, although the USAF has revealed that it can survey 100,000 square miles of the Earth’s surface in one hour’. It seems certain that the intelligence-gathering effort entails unauthorized overflights of potentially hostile territory every now and then. However, since much valuable data can be obtained without recourse to actual overflight, it seems probable that many missions are of a peripheral nature, the SR-71A operating in international air space at extreme altitude whilst going about its duties.
Operations were routinely conducted from two forward operating locations by aircraft detached from the wing’s headquarters at Beale AFB, California. Kadena in Okinawa, normally had three aircraft attached at any time, while Mildenhall in the United Kingdom was the location of the second SR-71 detachment which usually controled the activities of two aircraft. In addition, 9th SRW’s headquarters at Beale served as the centre for crew training. The two-crew members, comprising a pilot and a reconnaissance systems operator, both wear full pressure suits similar to those of astronauts.
Regardless of the equipment fitted, it is apparent that the ‘Blackbird’ was highly regarded as an intelligence-gathering tool, clear evidence of this being provided by the massive expense incurred in supporting just a handful of aircraft. There is the large fleet of Boeing KC- 135Q Stratotankers (specially modified to carry the SR-71A’s unique JP-7 fuel. In addition, the unique aspects of high-altitude flight require the services of a large physiological support division, further 9th SRW infrastructure including a reconnaissance technical squadron with the task of processing data, and an extensive training element which uses several Northrop T-38A Talons as well as a surviving SR-71B.
A total of 31 new-build SR-71 Blackbird aircraft were constructed in addition to the SR-71C. Of the total production, 29 examples (64-17950/17955 and 64-7958/17980) are SR-71As, the two remaining (64-17956/17957) being completed SR-71Bs with a second, raised, cockpit for pilot training duties. 64-17956, was originally built as an SR-71A, but was later converted to an SR-71B trainer by the addition of a second cockpit. Two aircraft were converted.
They have the capability to survey an area of 155,400sq.km within an hour and in 1976 established a closed-circuit speed record of 3,367.221km/h; a world absolute speed record of 3,529.56km/h; and a sustained-altitude record of 25,929.031m.
Including all three members of the ‘Blackbird’ family, production of new airframes totalled just 49, a fiftieth hybrid machine being completed with parts from a wrecked YF-12A and an engineering mockup.
The SR-71 left US Air Force service in January 1990. On a flight from the West Coast to the East Coast, where the aircraft was to retire to permanent static display at the Smithsonian, the Blackbird set a new transcontinental speed record, flying from Los Angeles to Washington D.C. in 1 hour, 4 minutes, and 20 seconds, averaging a speed of 2,124 mph.
SR-71
SR-71
Records Absolute speed: 2193.17 mph / 3529.56 kph – 28 July 1976 1000km / 621.1mi closed circuit speed: 2092.294 mph / 3367.221 kph – 27 July 1976 Sustained flight in horizontal flight: 85,059 ft / 25,939 m – 28 July 1976
Lockheed SR-71A Blackbird Engines: 2 x P&W JT11D, 32,500 lb / 14,742 kg thrust Wingspan: 55 ft 11 in / 16.94 m Length: 107 ft 5 in / 32.74 m Height: 18 ft 6 in / 5.64 m Wing area: app 1000 sq.ft / 92.9 sq.m Empty weight: 60,000 lb / 27,216 kg MTOW: 170,000 lb / 77,111 kg Speed: 2250 mph / 3620 kph Ceiling: 100,000 ft/ 34,800 m Range: 2980 mi / 4850 km Seats: 2
SR-71A Engines: two Pratt & Whitney J58 turbo-ramjet engines, 14742-kg (32,500-1b) afterburning thrust. Wing span 16.94 m (55 ft 7 in) Wing area: 167.2 sq.m / 1799.72 sq ft Length 32.74 m (107 ft 5 in) Height 5.64 m (18 ft 6 in) Wing area 166.76sq.m (1,795 sq ft). Empty weights: 27216 kg (60,000 lb) Maximum take-off 78019 kg (172,000 lb) Fuel capacity 13,000+ USG Maximum speed at 24385 m (80,000 ft) 3661 km/h (2,275 mph) or Mach 3.35 Operational ceiling 26060 m (85,500 ft) Maximum unrefuelled range at Mach 3: 5230 km (3,250 miles). Crew: 2
All Aero 