SR-71 BLACKBIRD TITANIUM

Dan,
Got back from Haiti and found the package waiting on me. Awesome stuff and thank you for the added cross. That will certainly find a place around my office.
If I get time to go through some boxes, I will maybe find the pictures of 960 taking off on the morning after the raid to do damage assessment, and then her return as well. If I do, I will scan them in and send them to you.
I was at Mildenhall about from 83-86. My Dad was stationed over there and I was in middle school. I had the opportunity to meet some of the crews on an informal / personal level, people like Brian Shul. He went to church / chapel with us. The Blackbird was a big part of our life over there from morning after we arrived until pretty much when we left.
I remember the first time I saw her. I was waiting for the school bus just outside the base, heard an enormous roar and the black streak in the air as she took out over East Anglia probably on her thrice weekly run to the Baltic or up north of the USSR. I can remember many times sitting out at the end of the hangar where my Dad worked and watching them taxi by, launch or recover. It was fun being that close to something special.
The events of April and May 1986 are stamped into my mind and thus the reason my interest in 960. Brian was speaking to our Sunday school class talking about his experiences in Vietnam and through his life, how he was not supposed to be alive let alone fly the 71. He then quickly had to depart and about 3-4 hours later the rumble and roar of Q’s and then the SR-71 were heard and eventually seen. That was an unusual Sunday flight and there was then no question in our mind that something big was up. We all knew where they were going and what was going on but we never spoke about it of course. Then Monday night came and all the F-111’s took out of LN and KC-10’s launched from Mildenhall. Let’s just say Quadaffi got a midnight surprise. Something I will never ever forget.
May of 1986 is also in my minds eye rather well as that was when the famous Blackbird flameout photo was shot at the Mildenhall Air Fete. That happened right over my head at the Saturday show if I am not mistaken (the Sunday show included the collision / crash of the Meteor / Vampire display team).
Yes, I will show these pieces of history off, and tell the stories I have of the Blackbird. What an awesome piece of machinery. The pieces will be cherished.

Regards,
Mark A. Houpt
Director of Campus Technology
Lincoln Christian College and Seminary
 

---

Hello Dan,
I am happy to be able to purchase this item. I have a poster of The Libyan Raider, with the picture of 17960 with Brian Shul & Walter Watson Signature on the poster. I have been to 3 open cockpit days at Castle Air Museum and have seen this SR-71. Two of those years I heard Brain Shul speak, very touching. Thank you, Frank W.

 

---

 

 

---

ARE THE SPIKE TIPS ON 963 ARE MADE FROM ALUMINUM???       yes!

---

Dan
Hi I found your site, and thought I'd introduce myself. My name is Bill J, and I also collect SR-71 parts. I have a number of interesting pieces - from small to large. I too have a part from 17964 - the HSI. If you are interested, I can tell you about the parts I have collected for this truly special airplane.
I never was in the Blackbird program, but it has always been my favorite plane. I really enjoy most all aspects of aviation. Though not really a fighter jet, I own and fly a L39 - which is really a hoot.
My collection of SR-71 stuff includes the some fuel caps, a removable glass piece that was on the belly of the plane in front of the cameras, a camera, a couple of panels from the plane, a windshield, a couple of gauges - including the HSI, a fuel control unit (very cool), and a complete rudder (17964) (big).
It really seems to be harder and harder to find cool collectable Blackbird stuff.

---

 

This was a letter written in support to keeping the SR-71 Program funded in 1996, it was also published in Aviation Week magazine.

As a former pilot, squadron commander and wing commander of the U.S. Air Force's SR-71, I am seeking support for continuing this vitally important aerial reconnaissance program in Fiscal 1997.
Because of the instability in our world, the SR-71 is needed more than ever. Retired prematurely in 1990, Congress provided funds in Fiscal 1995 to reactivate two SR-71s because our intelligence-gathering assets were-and still are-overtaxed, vulnerable and ineffective. Senior commanders in the Persian Gulf War have testified to that deficiency. Replacement systems such as unmanned aerial vehicles have seen major developmental setbacks.
The funding provided this year to upgrade and to fly the SR-71 has hit a roadblock. Until it ends, the deputy Defense secretary has directed that USAF suspend operations of the SR-71, which had just been returned to combat-ready status.
Many in the Pentagon would have you believe the new program cost $100 million a year, when the number averages less than $50 million. An operational myth is that the SR-71 requires extensive tanker support to fly reconnaissance sorties. We sometimes provided support, but that was when we were tasked to fly halfway around the world to reach a target.
Although satellites have a tremendous capability, they also are highly overcommitted, travel a predictable orbit with limited flexibility and suffer constraints on their sensor options. The SR-71, however, can be configured on short notice to meet any special requirement.
In addition, the SR-71 program can support and evaluate Defense Dept. research and development efforts. It has provided a reliable airborne platform for testing against enemy threats. The offensive capabilities of most of our first-line fighters have been tested against the SR-71.
Congress directed the SR-71 reactivation in 1994 to fill a known gap in reconnaissance capability until replacements became operational and reliable. Until that gap is closed, it is prudent to keep the SR-71 operational.
Col. Richard H. Graham (USAF, Ret.) Plano, Tex.

---

Ben Springer
Capt, USAF, 1968-1971
Chief On-Site OS & Comm Software Analyst
Automated Digital Weather System
UNIVAC 1108 Central Switch
Carswell AFB, TX

Captain Springer owns a TITANIUM DOG TAG made from SR-71 #17972, Multi Record Setting Blackbird.

---

 

 

---

 

 

 

---

 

 Senator John Glenn spoke before Congress on 7 March 1990.

 
“In view of the high costs of other Air Force programs, the costs of this program and its benefits were both affordable and reasonable. The SR-71 provides coverage on demand with little or no warning to the reconnaissance target. It is a highly flexible system.
The SR-71 is able to penetrate hostile territory with comparatively little vulnerability to attack, unlike other reconnaissance platforms. While opponents of the SR-71 have argued that national technical means are capable of performing the same mission, these systems are far less flexible and survivable than the SR-71.
In retiring the SR-71, the United States has essentially removed itself from the strategic aerial reconnaissance business. Intelligence systems such as the SR-71 are the eyes and ears for our nation's defense and are therefore true force-multipliers. Mr. President, the termination of the SR-71 was a grave mistake and could place our nation at a serious disadvantage in the event of a future crisis:”

---

---

Hi Dan, Again my sincere thanks for making another part of my dream a reality. Larry Johnson

---

 

 A Vulcan Bomber over DET 4

 

---

 

Hi Dan, My name is Dan, I worked on the U-2 and SR-71 from 1976 until 1982, an egress tech. I'm interested in what you have for sale and the prices of the items. You have a great collection, wish I had the same forethought as you. Of course who knew that such a great aircraft would be retired, a very sad day for me and many others. Thank you, Dan Gunter

 

Dan,

Recieved my package today and all I can say is WOW!!! Thank you so much for the certificate and the laser etched piece from 972 they are just wonderful, I could not ask for anything better. Sure makes me feel good to have a piece of history and to know that we worked on these magnificent aircraft.

Thanks again, Dan

---

 

 Titanium "BETA" Alloy

The 9 Atom Body Centered Cubic Crystal Structure

6 pyramids joined together at their pinnacles

THE PERFECT BUILDING BLOCK

                                                                                                   

---

 

Kelly & Ben mixing up their secret sauce

 

 

---

 Working with Blackbird Titanium and being a Metal Technologist

It’s a strange thing when you first start working with this titanium.

The SR-71 Blackbird is mostly composed of a Titanium Alloy B120VCA or technically known as Ti-13V-11Cr-3Al, its UNS number is R58010. It is a BETA alloy and is able to be cold worked and can be aged to high strengths. The tensile properties are among the highest and it has better strength to weight ratio of any other metal. Other characteristics include corrosion resistance, non-magnetic properties, resistance to oxidizing acids, chlorines, sodium hypochlorite’s, and saltwater. The scientific background and terminologies are vast and currently the biggest priority in the industry is trying to produce titanium at a lesser cost.

Forming titanium is similar to forming stainless steel. And it can be machined and abrasive ground. Sharp tools and continuous feeds are required to prevent work hardening. Tapping is difficult because the metal galls. It is not easily welded. Titanium must be thoroughly cleaned; inert gas shielding is required to keep oxygen away. A typical requirement is to use an inert gas chamber where all of the welding is done inside on a steel table covered with a plastic dome in which all oxygen is purged. This is a highly technical piece of equipment with valves, gages, fittings; welding equipment and titanium to be welded are locked and sealed inside before the welding process can begin. Work is accomplished through sealed rubber gloves and shaded lenses. Manual dexterity and space is very limited and when combined with the difficulties of the Tungsten Inert Gas method of welding and the high melting temperature of the titanium, only a very few certified and qualified metal craftsman can make welds strong enough for use on the SR-71 Blackbird.

The certification process alone is grueling and hazardous exposures to metal elements, vapors, gases, non-ionizing radiation, intense ultraviolet radiation, electrical shocks, and high temperatures can make someone think twice about this career choice. Common injuries are burnt corneas, retinas, intense skin/sun burns, third degree tissue burns from molten slag, burns resulting in clothing fires, explosions from the build up of flammable gases inside enclosed sections or containers, muscle and joint injuries from working in odd positions, and of course there are long term injuries such as cancers, lung disease’s, vision damage, scaring.

This is just one part of the Metals Processing Career field in the USAF. Other requirements include heat treating, electroplating, forming, forging, cutting, surface treating, and other kinds of metallurgical and metal joining operations on ferrous and nonferrous alloys. These guys were artist, specialized metal craftsman supreme.

Competency and education as a Machinist usually begins with high school metal shop, and then followed with college level machine tool course, these may be multiple courses taking years to complete. The Air Force allowed a test for machinist with previous education or experience and if passed the machinist candidate will proceed to 6 months of 3 level OJT apprentice training. If the test is not passed the candidate will proceed to tech school. This is a concentrated course of 8 - 12 hours a day for 4 – 6 months. After these are successfully completed the apprentice will proceed with 6 months of 5 level OJT Journeyman training. After a few years of experience the successful Machinist will be selected to Advance Machinist School. Other related Aircraft maintenance schools are also important. All of this training is just not for fun. This is highly advanced metal working knowledge, practice and theory. Knowing how and what happens to metals and alloys under certain conditions and environments is critical. Knowing about the effects of working metal, heat treatments, metallurgical function and design can mean the difference between success and failure. Knowing how to spot problems and make proper repairs will mean the difference between life and death.

The program known as Rivet Workforce combines these two career fields. It’s my opinion that Rivet Workforce is a terrible idea if the goal of maintaining the quality of highly technical airframes is of any concern.

An Air Force Machinist was usually the last to be called when a problem developed. By then the part was pretty much destroyed. Most normal trouble calls consisted of broken or frozen bolts, screws, or a multitude of other fasteners. There were stuck assemblies, shafts, pins, or other parts. Installation of threaded inserts and re-tapping of threaded parts. Measuring for wear of components, axels, dents, chaffed hydraulic, fuel, and pneumatic lines, scratches in windshields, bushings, Hydraulic cylinders, actuators. We drilled safety wire holes, and clamps. And just about any thing we could do to help meet mission requirements any time of the day or night and on call at a moments notice. In the back shop we had a world class top notch fully equipped maintenance machine shop. We had numerous size engine lathes, milling machines, drill presses, grinding machines, CNC mills and Lathes, Presses up to 80 tons psi, Band saws up to 15000 fpm, including all sorts of attachments, hand tools, special tools, bench stock, supply parts, and raw materials to fix, fabricate, or repair anything on a intermediate level. We maintained our own specific tech data, security, maintenance data collection, forms and files, Ancillary training, OJT training, Special training, equipment, tool accountability program with inspections and inventories, Purchasing new tools supplies and equipment, Performance reports on individuals, Hazardous waste, materials, and recycling program, We also support our detachments at our forward operating locations as well as emergency locations. And last but not least, maintain Air Force Fitness standards, uniforms, and AF Reg 35-10.

As an Air Force Aircraft Machinist I have found many, many times where someone has in an attempt to repair an aircraft, use bubble gum, sealant, wire, and even string to help hold critical fasteners. I have caught crew chiefs using thread taps brought from home to tap out locking nut plate fasteners. Thinking they were saving time and money. This destroys its ability to hold a screw or bolt. I have found where Chief Master Sergeants did not have the ability to interpret tech data and ordered improper metal working procedures which resulted in numerous large aircraft to have engine mounts installed incorrectly. I have had 0-6’s chew out my troops for condemning critical landing gear parts because they were worn beyond limits. These are the kinds of things a machinist has to deal with and a properly trained machinist has to have a good work ethic. Why? Because it a lot easier to look the other way.

I have worked on B-52G and H, KC135A and Q, T-38, T-37, UH-1, A-10, UH-60, CH-47, U-2, SR-71 aircraft and all related support equipment, including base support equipment and every type of Air Base support vehicles. On two different assignments I was qualified on PRP and worked on cocked nuclear assets including cocked live nuclear weapons.

Working on the Blackbird was a very unique experience. As a Machinist upon arriving to Beale AFB, I was briefed on the heightened security of the SR-71’s and U-2’s. It was quite apparent of the status and priority these aircraft had over other aircraft such as the B-52. The shop it self was better equipped and modern compared to the bomber bases. The personnel were more knowledgeable and better trained also. I was told that if I completed job qualification specifics for the Blackbird that I would be granted an SEI code 42, SEI stands for (Specialty Experience Identifier) Code 42 is specific to the Blackbird. If granted it would lock my assignment in for at least 5 years. That was great for me as I had kids in school and they had great schools on Beale. It was a close nit community and lots of great family activities and near my folks and relatives in Grass Valley.

The Aircraft was beautiful. Nothing I ever saw compared to it. Talk about motivation, just being part of a support crew during an early morning launch is enough to make you want to work for free. I've seen and did so many amazing things.

One of the first jobs I did on a SR-71 was when I got called to remove some upper wing bolts on #956, The plane had just come back from a training mission. The crew chief pointed to where they were and I proceeded to put on protective wing socks over my combat boots. The rest of the maintenance crew was standing on the hanger floor watching me with stupid grins on their faces. I thought to myself, what’s up those big dopes!! I grab my speed handle and jump from the stand to the top of the fuselage and down to the left wing, and then>>>> I noticed something was definitely NOT RIGHT>>> the bottoms of my feet were burning hot!!!
I could not get off that plane fast enough!!! I ran back over the wing and down the fuselage to the stand, across the hanger and over to the water spigot to cool off my feet, all the while the whole hanger of maintenance men laughing their butts off.
You might say that was my initiation to the Blackbird world.

When machining the titanium you would have to be very carful that your tools didn’t dull. One thing is that when your cutting and the metal heats up, it also expands. For instance if your tapping a hole the part heats up it expands and when it cools off it will lock your tap into the part. I had a couple of situations that became quite hazardous. I was turning titanium bar stock on the lathe and as my tool got dull it created more friction and more heat, this in turn caused my tool to dull even more and so on created more heat until it got so hot that the titanium chip being cut off the bar stock burst into a bright blinding flash that followed the chip down into the pile of chips starting a super hot fire. Luckily I had some kitty litter to throw on it as any thing else would make the fire grow more intense. When it first happened the flash was so bright that I couldn’t see. So after that I started wearing tinted safety glasses.

I learned that when cutting this titanium you can’t force it. It will fight back, you just have to be patient and it will let you cut it. The tools have to be sharp and you can feel how fast it will let you cut it. Maintain that speed, pay attention and you can feel when your tool starts to dull, as it dulls back off the pressure, stop and sharpen the tool.

They always wanted machinist standing by in the support trucks when the Blackbirds were getting ready to launch. One time I was parked off to the side behind one of the shelters and watching the ground crews set up the twin big block V8 engine start carts. They have a large splined shaft that connects to a coupling under the J58 power plant. The engines on the start carts revved up higher and higher, and as they did it got louder and louder, The J58s were starting to whine and as the deep rumble of the massive jet took hold there were 6 foot long tornados forming at the front inlets sucking puddles of fuel off the concrete. The roar of the start cart got more intense as the J58s’ took over and the Earth started to shake, And just when I thought how can those engines take it any longer, KA BOOM KA BOOM- big chunks of metal came flying out from under the start cart and some got sucked right up into the inlets, then there was a big grinding noise, and the looks on the ground crews faces were in panic as the head crew chief yelled out SHUT HER DOWN!!

I never saw a base that had such high esprit de corp. Whenever a Blackbird would take off everyone would stop what they were doing, people would come outside and look up to see the Blackbird streaking towards the heavens, up – up –up almost as though she were taking leaps forward, full afterburners glowing red hot, and though the jet was gone from view and the afterburners were just a flicker, you can still hear the rumble for a time and then quite. You would look around to see all the neighbors just standing around in amazement. Kids on the lawn giving high fives to each other and guys like me contemplating a beer break before going back to the lawn mower.

You knew when the Blackbird return when you were relaxing watching TV and all of the sudden there would be a huge boom and it would shake windows and things off the shelf’s, you would then ready yourself for a second huge boom.

As a Machinist, one of our most important jobs was to rebuild the SR-71 engine inlet forward by-pass doors. The job we did in fitting these doors was critical to the SR-71's performance. In fact it was single most important item of all the systems in making the SR-71 fly as fast as it did. The proper function of the inlet forward by-pass doors kept critical inlet pressures and the supersonic shock wave stable and allowing the engines to operate at mach 3+. “Approximately 80 percent of the thrust created by the SR-71 comes from the inlet”.

When we rebuilt those doors, we were highly motivated and made sure it was right. Mr. LW (Our Lockheed Tech Rep) said the better we make them fit the faster she'll fly. We even designed our own tools and fixtures some of which were incorporated in the tech data. The process of this job was extensive, a lot of measuring and numerical mapping, disassembly, repairing, setting, checking, drilling, fitting, installing, shimming, and checking again. One has to account for thermal dynamics to realize how difficult this could be (expansion, warping, etc.) There are breakout (Hydraulic Pressure) limits and droop (Sag) tolerances to meet. The doors would go in and out several times for rework in order for them to be right. The four door segments had to match fit the nacelle opening with tolerances of plus or minus .015", that's like five hairs, working on four to five-foot diameters. The measurements of the openings varied. Hundreds of titanium screws, rivets, nuts. Aluminum bronze seals had to be machined to fit and adjusted to match the varied dimensions. Everything had to be right so that it would still operate in the extreme pressure and temperature variations of flight. To understand how this process can be accomplished one would have to come to the realization that the perceived impossible can be done. The systems of fits can only be theory in the blackbird world. Different materials, new metal alloys, sizes, mechanical operation and variable temperatures and pressures at variable locations. Could it be just luck? Upon arrival at the 9th Maintenance Squadron you were given a ball cap with a squadron logo patch with the words - IT WILL BE DONE -.

 

 

---

 

The British people loved the SR-71 Blackbird and would stand for hours just to get an autograph from one of the aircrew members. "Air Fete 85"                            

 

---

 

 

---

 

 
This is a list of outstanding websites jam packed with comprehensive information, photos, history, and links to hundreds of pages of fantastic SR-71 Blackbird related stuff.

 

SR-71 BLACKBIRDS
http://www.wvi.com/~sr71webmaster/sr-71~1.htm

 

SR-71 NASA SITES
http://www.dfrc.nasa.gov/Gallery/Photo/SR-71/index.html

http://www.nasm.si.edu/aircraft/lockheed_sr71.htm

 

LOCKHEED MARTIN SITE
http://www.lockheedmartin.com/aboutus/history/SR71Blackbird.html

 

 AVIATION WEB SITE LISTINGS

http://www.ThirtyThousandFeet.com

  

---

J.D. Roy, SR-71 web site with information and photos for all aviation enthusiasts.
http://firebirdv8.com/

---

 

This is an amazing document from the CIA web site,

The History of the Oxcart Program, in Kelly Johnson's own words,

  http://www.foia.cia.gov/browse_docs.asp?doc_no=0001458639&no_pages=0025&showPage=0001 

 

 

 

After 50 years of  aviation history -- This is a must read--

https://www.cia.gov/news-information/speeches-testimony/2007/a12-presentation-ceremony.html

 

 

 

https://www.cia.gov/library/center-for-the-study-of-intelligence/csi-publications/books-and-monographs/a-12/index.html

 

---

 

No symbols, or any colorable imitation of such words, initials, or seals in connection with any merchandise, impersonation, solicitation, or commercial activity in any manner is to be calculated to convey the impression that such use is approved, or endorsed, by any Agency, or person.