on March 8, will offer museum visitors a unique opportunity to look inside the SR-71 cockpit, learn about the U-2, meet more than 20 former SR-71 and U-2 pilots and crew members, and see a special display of rarely seen artifacts from the museum. As the seat functions were independent of one another, there was no order in which the crew ejected - though ejection was not possible until the canopy was completely blown away. The event, which is scheduled from 9:30 a.m. Ejection was actuated by a standard 'D-ring' pull-type component positioned low on the seat and between the legs of the occupant. In the ejection process, the canopy was first blown clear of the aircraft, only then did the seats eject to minimize risk to the crewmen. The latter also gave the pilot a direct ability to talk to his RSO in the rear cockpit as well as ground and tanker crews.įlight controls were not duplicated in the rear cockpit, leaving only the pilot to control the aircraft.Įach crewman sat in 'zero-zero' ejection seats specifically tailored by Lockheed for the SR-71 project - giving the pair a reasonable ability to vacate the aircraft in short order should the need arise. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. They have been loaned to NASA by the U.S.
Like other combat aircraft, the flight stick mounted trim/yaw controls to be managed with simple thumb movements and UHF/HF/VHF communications transmission controls. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft were based at NASA's Dryden Flight Research Center, Edwards, Calif. The front panel held most of the pertinent system information including rate-of-climb, artificial horizon, and altitude/speed indicators - all group together for ease of management. The throttle section was seated to the pilot's left hand side in typical fashion. The pilot's position contained basic flight and engine gauges as well as a modern flight stick between the knees. The pilot also had a periscope positioned directly ahead - this provided the crewman with critical views of the aircraft's dorsal surfaces including vertical fins, engines, and aft fuselage. The Concorde had a second windscreen to streamline the windscreen during supersonic flight when the nose was up. RFR6BMGT Cockpit canopy of a retired Lockheed SR-71 Blackbird Mach 3+ strategic reconnaissance aircraft at the U.S.
#Sr71 cockpit windows#
The rear crewman had no frontal view and was given side view windows as well as an ability to view beneath the aircraft by way of a view-sight. Answer (1 of 13): It’s interesting how basic mission requirements ripple through to many details of an aircraft’s design. Views from the cockpit were restricted for the pilot, mainly due to the small canopy windows and the limiting nature of the helmet worn. Some controls were oversized to better work with the crewman's gloved hands. The cockpit provided enough room for the crewman to make movements towards the various controls, all while confined by his pressure suit.
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