Wood Model Ship

SR-71 Blackbird Airplane Desktop Wood Model Regular New Free Shipping

SR-71 Blackbird Airplane Desktop Wood Model Regular New Free Shipping

SR-71 Blackbird Airplane Desktop Wood Model Regular New Free Shipping

Which has a production period of 1 month. If not, since we have our own factory, we can make one for you in a month. This magnificent and Museum-Quality crafted SR-71 Blackbird Airplane WOOD MODEL is finely handmade from kiln-dried Wood Mahogany and skillfully hand-painted by gifted artists. It is 11.50" in Length, with 6.00" Wingspan, weighing 0.44 pounds, and a package weight of about 2.20 pounds.

The picture shown in this listing is part of a set of photos we are using as reference for the production of the models. Each model comes with a wooden stand. Direct from our highly gifted Craftsmen & Artists, Each model is Individually Sculptured and Painted by hand, Not Mass-produced and there is No Reserve! ABOUT US: MyAsianArt is an Art & Antiques Gallery based in Manila, Philippines promoting historical items & featuring local skilled artisans and painters specializing in high quality ARTWORKS (HAND-PAINTED Oil Paintings and Sculptures), model ships, model planes & toy models and Handicrafts from Asia.

We have been doing business WORLDWIDE for more that 8 years. Asl 060209 / csm 03-02-09. The SR-71 , unofficially known as the Blackbird and by its crews as the Habu , was an advanced, long-range, Mach. Also responsible for the U-2.

The legendary Clarence "Kelly" Johnson. In particular, was the man behind many of the design's advanced concepts. The SR-71 was one of the first aircraft to be shaped. However, the aircraft was not stealthy and still had a fairly large radar cross-signature, and was visible on ATC radar for hundreds of miles, even when not using its transponder. This fact is further corroborated by the fact that missiles were fired at them quite often after they were detected on radar.

The aircraft flew so fast and so high that if the pilot detected a surface-to-air missile. Launch, the standard evasive action was simply to accelerate. Twelve aircraft are known to have been lost, all through non-combat causes. Designed for the CIA by Kelly Johnson at the Skunk Works, was the precursor of the SR-71. Used the name "Archangel" for this design, but many documents use Johnson's preferred name for the plane, "the Article".

As the design evolved, the internal designation went from A-1 to A-12 as configuration changes occurred, such as substantial design changes to reduce the radar cross-section. The first flight took place at Groom Lake, NV, on April 25.

It was an Oxcart labeled the A-11 configuration since it was equipped with less powerful Pratt & Whitney J75s. Because development of the Pratt & Whitney J58s. Intended for the Oxcart was delayed. When the J58s finally arrived at the "Ranch" Groom Lake's Area 51. And were installed, the Oxcart configuration number was changed to its final A-12 nomenclature (the J58s became the standard power-plant for all subsequent A-12s).

Eighteen aircraft were built in three variations, of which three were YF-12As, prototypes of the planned F-12B. Interceptor version, and two were the M-21 variant (see below). The Air Force reconnaissance version was originally called the R-12 (see the opening fly page in Paul Crickmoore's book SR-71, Secret Missions Revealed , which contains a copy of the original R-12 labeled plan view drawing of the vehicle). However, during the 1964 presidential campaign, Senator Barry Goldwater.

Continually criticized President Lyndon B. And his administration for falling behind the Soviet Union.

In the research and development. Johnson decided to counter this criticism with the public release of the highly classified A-12 program and later the existence of the reconnaissance version.

The USAF had planned to redesignate the A-12 aircraft as the B-71 as the successor to the B-70 Valkyrie. Which had two test Valkyries flying at Edwards AFB. The B-71 would have a nuclear capability of 6 bombs.

The next designation was RS-71 (Reconnaissance-Strike) when the strike capability became an option. However, then USAF Chief of Staff Curtis LeMay. Preferred the SR designation and wanted the RS-71 to be named SR-71.

Before the Blackbird was to be announced by President Johnson on February 29. LeMay lobbied to modify Johnson's speech to read SR-71 instead of RS-71. The media transcript given to the press at the time still had the earlier RS-71 designation in places, creating the myth that the president had misread the plane's designation. This public disclosure of the program and its designation came as a shock to everyone at Skunk Works and Air Force personnel involved in the program; at this time all of the printed Maintenance Manuals, Flight Crew Handbooks (the source of Paul Crickmoore's page), training vufoils, slides and materials were still labeled "R-12" the June 18. Certificate of Completion issued by the Skunkworks to the first Air Force Flight Crews and their Wing Commander are labeled: "R-12 Flight Crew Systems Indoctrination, Course VIII" and signed by Jim Kaiser, Training Supervisor and Clinton P.

Street, Manager, Flight Crew Training Department. Following Johnson's speech, the designation change was taken as an order from the Commander-in-Chief, and immediate republishing began of new materials retitled "SR-71" with 29,000 blueprints altered. Although the predecessor A-12 first flew in 1962, the first flight of an SR-71 took place on December 22.

1964, and the first SR-71 to enter service was delivered to the 4200th (later, 9th) Strategic Reconnaissance Wing at Beale Air Force Base. Had SR-71 Blackbirds in service from 1966 through 1991. Major (later General) Jerome F. O'Malley and Major Edward D.

Payne flew the first operational SR-71 sortie. In SR-71 serial number 64-17976.

During its career, this aircraft (976) accumulated 2,981 flying hours and flew 942 total sorties (more than any other SR-71), including 257 operational missions, from Beale AFB; Palmdale, California. The aircraft was flown to the United States Air Force Museum. In a seventeen-year period of its operational history from July 20.

The SR-71 flew without a loss of any type. 3,551 Mission Sorties Flown. 17,300 Total Sorties Flown. 11,008 Mission Flight Hours. 53,490 Total Flight Hours.

2,752 hours Mach 3 Time (Missions). 11,675 hours Mach 3 Time (Total). While deployed in Okinawa, the SR-71s and their aircrew members gained the nickname Habu.

(as did the A-12s preceding them) after a southeast Asian pit viper which the Okinawans thought the plane resembled. 32 SR-71 airframes were built, 29 as SR-71A s for operational missions and 2 as SR-71B trainers.

The 32nd airframe was fabricated in 1969 as a hybrid trainer designated the SR-71C by mating the back half of an YF-12 wrecked in a 1966 landing accident with a fully functional SR-71 forward section of a static test specimen. Of all SR-71s, 12 (including one trainer) were lost in flight (or ground) accidents.

Only one crew member, Jim Zwayer, a flight test reconnaissance and navigation systems specialist, was killed from a flight accident. The rest of the crew members ejected safely or evacuated their aircraft on the ground. Air Force retired its fleet of SR-71s on January 26. Allegedly because of a decreasing defense budget and high costs of operation.

The reconnaissance aspect of the SR-71 could be performed cheaper, and often better by reconnaissance satellites. The SR-71's performance was still unequalled, but eventually there were few things that it could do that could not be done by other devices, and it was very expensive to operate. Also, parts were no longer being manufactured for the aircraft, so other airframes had to be cannibalized in order to keep the fleet airworthy. The planes were permanently retired in 1998. During the second Gulf war, there was a lack of on-demand overflight reconnaissance capability for finding SCUDs; other slower aircraft were too vulnerable to interception, and satellites were too predictable.

Inquiries were made as to whether it would be possible to fly some more missions, but this turned out to be impractical. One notable variant of the basic A-12 design was the M-21. This was an A-12 platform modified by replacing the single seat aircraft's Q bay (which carried its main camera) with a second cockpit for a launch control officer. The M-21 was used to carry and launch the D-21 drone.

An unmanned, faster and higher flying reconnaissance device. This variant was known as the M/D-21 when mated to the drone for operations. The D-21 drone was completely autonomous; having been launched it would overfly the target, travel to a rendezvous point and eject its data package.

The package would be recovered in midair by a C-130 Hercules and the drone would self destruct. Three successful test flights had been conducted under a different flight regime; the fourth test was in level flight, considered an operational likelihood. The shock wave of the M-21 retarded the flight of the drone, which crashed into the tailplane. The crew survived the mid-air collision but the LCO drowned when he landed in the ocean and his flight suit filled with water. The only surviving M-21 is on display, along with a D-21B drone, at the Museum of Flight.

The D-21 was adapted to be carried on wings of the B-52. Museum in McMinnville, Oregon and yet another is parked on Celebrity Row at the Aircraft Maintanence And Regeneration Center (AMARC) located nextdoor to Davis-Monthan AFB Tucson, Arizona. The SR-71 remained the world's fastest and highest-flying operational manned aircraft throughout its career.

From an altitude of 80,000 ft (24 km) it could survey 100,000 square miles per hour (72 square kilometers per second) of the Earth's surface. An SR-71 broke the world record for its class: an absolute speed record.

Of 2,193.1669 mph (3,529.56 km/h), and a US "absolute altitude record" of 85,068.997 feet (25,929 m). Several planes exceeded this altitude in zoom climbs but not in sustained flight. When the SR-71 was retired in 1990, one was flown from its birthplace at United States Air Force Plant 42. In Palmdale to go on exhibit at what is now the Smithsonian Institution. An annex of the National Air & Space Museum.

Setting a coast-to-coast speed record at an average 2,124 mph (3,418 km/h). The entire trip took 64 minutes. The SR-71 also holds the record for flying from New York. 1 hour 54 minutes and 56.4 seconds, set on September 1.

This is only Mach 2.68, well below the declassified figure of 3.0+. Flights took around 3 hours 20 minutes, and the Boeing 747. It should be noted that any discussion of the SR-71's records and performance is limited to declassified information. Actual performance figures will remain the subject of speculation until additional information is released.

During the height of the Cold War. Used all possible guises to prevent the Soviet government from knowing what the titanium was to be used for.

In order to keep the costs under control, they used a more easily worked alloy. Of titanium which softened at a lower temperature. Finished aircraft were painted a dark blue (almost black) to increase the emission of internal heat (since fuel was used as a heat sink for avionics cooling) and to act as camouflage against the sky. The plane was designed to have a very small'radar cross-section' the SR-71 was an early stealth design. However, the radar signature aspects of the SR-71 design did not take into account the extremely hot engine exhaust, and it turns out that this exhaust can reflect radar.

Ironically, the SR-71 was one of the largest targets on the FAA (Federal Aviation Administration) long range radars, which were able to track the plane at several hundred miles. The red stripes found on some SR-71s are there to prevent maintenance workers from damaging the skin of the aircraft. The curved skin near the center of the fuselage is thin and delicate. There is no support underneath with exception of the structural ribs, which are spaced several feet apart. A critical design feature to allow Mach.

3.0+ cruising speeds, yet provide subsonic air flow into the turbojet engines were the air inlets. At the front of each inlet was a sharp, pointed moveable cone called a "spike" that was locked in the full forward position on the ground or when in subsonic flight.

During acceleration to high speed cruise, the spike would unlock at Mach 1.6 and then begin a mechanical internal jackscrew. Powered travel to the rear. (as the shockwave "gamma" angle changed with increasing speed and to keep the shockwave reflecting off the internal wall in the same general area). It moved up to a maximum of 26 inches (66 cm). The original air inlet computer was an analog design which, based on pitot-static, pitch, roll, yaw, angle-of-attack inputs, would determine how much movement was required. By moving, the spike tip would withdraw the shockwave riding on it into the inlet body where reflections of the shockwave from the inlet cowl to the spike and back to the cowl would cause a loss of energy and slow it down until a Mach 1.0 shockwave was formed, the backside of which was subsonic air for ingestion into the engine compressor. This capture of the shockwave within the inlet was called "Starting the Inlet". Tremendous pressures would be built up inside the inlet and in front of the compressor face. Bleed holes and bypass doors were designed into the inlet and engine nacelles to handle some of this pressure and allow the inlet to remain "started". So significant was this inlet pressure build-up (pushing against the inlet structure) that at Mach 3.2 cruise, it was estimated that 58% of the available thrust was being provided by the inlet, 17% by the compressor and the remaining 25% by the afterburner. The Skunkworks designer of the inlets, often referred to the engine compressors as "pumps to keep the inlets alive" and sized the inlets for Mach 3.2 cruise (where the aircraft was at its most efficient design point). The additional "thrust" refers to the reduction of engine energy required to compress the airflow.

One unique characteristic of the SR-71 is that the faster it went, the more fuel-efficient it was in terms of pounds burned per nautical mile travelled. One incident related by Brian Shul, author of Sled Driver: Flying the World's Fastest Jet , was that on one reconnaisance run he was fired upon several times. In accordance with procedure they accelerated and maintained the higher than normal velocity for some time, only to discover later than they were well ahead of their fuel curve. In the early years of the Blackbird programs, the analog air inlet computers would not always keep up with rapidly changing flight environmental inputs. If internal pressures became too great (and the spike incorrectly positioned), the shockwave would suddenly blow out the front of the inlet, called an "Inlet Unstart".

Immediately, the air flow through the engine compressor would cease, thrust dropped and exhaust gas temperatures would begin to rise. Due to the tremendous thrust of the remaining engine pushing the aircraft asymmetrically along with the sudden deceleration caused by losing 50% of available power, an unstart would cause the aircraft to yaw violently to one side.

SAS, autopilot, and manual control inputs would fight the yawing, but often the extreme off angle would reduce airflow in the opposite engine and cause it to begin "sympathetic stalls". The result would be rapid counter yawing, often loud "banging" noises and a rough ride. Pilots and RSOs occasionally experienced their pressure suit helmets banging on their cockpit canopies until the initial unstart motions subsided. One of the standard counters to an inlet unstart was for the pilot to reach out and unstart both inlets; this drove both spikes out, stopped the yawing conditions and allowed the pilot to restart each inlet.

Once restarted, with normal engine combustion, the crew would return to acceleration and climb to the planned cruise altitude. Eventually, a digital air inlet computer replaced the original analog one.

Engineers developed control software for the engine inlets that would recapture the lost shockwave and re-light the engine before the pilot was even aware an unstart had occurred. The SR-71 machinists were responsible for the hundreds of precision adjustments of the forward air by-pass doors within the inlets. This helped control the shock wave, prevent unstarts, and increase performance. Due to the great temperature changes in flight, the fuselage panels did not fit perfectly on the ground and were essentially loose.

Proper alignment was only achieved when the airframe warmed up due to the air resistance at high speeds, causing the airframe to expand several inches. Because of this, and the lack of a fuel sealing system that could handle the extreme temperatures, the aircraft would leak its JP-7. Jet fuel onto the runway before it took off. The aircraft would quickly make a short sprint, meant to warm up the airframe, and was then air-to-air refueled before departing on its mission. Cooling was carried out by cycling fuel behind the titanium surfaces at the front of the wings chines.

Nonetheless, once the plane landed no one could approach it for some time as its canopy was still hotter than 300 degrees Celsius. Was also used, as in non-ceramic automotive brakes, due to its high heat tolerance. There were a number of features in the SR-71 that were designed to reduce its radar. The first studies in radar stealth.

Seemed to indicate that a shape with flattened, tapering sides would reflect most radar away from the place where the radar beams originated. To this end the radar engineers suggested adding chines. (see below) to the design and canting the vertical control surfaces inward. The plane also used special radar-absorbing materials. Which were incorporated into sawtooth shaped sections of the skin of the aircraft, as well as caesium. Based fuel additives to reduce the exhaust plumes' visibility on radar.

The overall effectiveness of these designs is still debated, but since the aircraft did not include other elements of today's stealth technologies, it was still easy to track by radar and had a huge infrared. Signature when cruising at Mach 3+. Stealth features were useful mainly for intelligence purposes (hiding the fact that the aircraft was in use).

The flight characteristics of the SR-71 made it virtually invulnerable to attempts to shoot it down during its service life, and in fact no SR-71 was ever shot down, despite many attempts to do so by unfriendly parties. Payload: 3,500 lb (1600 kg) of sensors. Length: 107 ft 5 in (32.74 m).

55 ft 7 in (16.94 m). Height: 18 ft 6 in (5.64 m).

Wing area: 1,800 ft² (170 m²). Empty weight: 67,500 lb (30 600 kg). Loaded weight: 170,000 lb (77 000 kg). 172,000 lb (78 000 kg).

Powerplant: 2× Pratt & Whitney J58-1. Wheel track: 16 ft 8 in (5.08 m). Wheel base: 37 ft 10 in (11.53 m). 3.3+ (2193.167 mph, 3529.560 km/h) at 80,000 ft (24 000 m).

Combat: 2,900 nm (5400 km). Ferry: 3,200 nm (5926 km) (5925 km). 85,000 ft (25 900 m). 11,810 ft/min (60 m/s). After purchasing, pay instantly through! Payments are preferred because they are SAFE & SECURE.

We are a Premier Merchant, both Verified and Confirmed. The item "SR-71 Blackbird Airplane Desktop Wood Model Regular New Free Shipping" is in sale since Tuesday, June 2, 2009.

This item is in the category "Collectibles\Transportation\Aviation\Military Aircraft\Desk & Shelf Models". The seller is "myasianart" and is located in Manila. This item can be shipped worldwide.
  • Transportation Type: Aviation
  • Product Type: Collectibles
  • Exact Transportation: Airplanes
  • Country/Region of Manufacture: Philippines
  • Length: 11.50 inches
  • Wingspan: 6.00 inches

SR-71 Blackbird Airplane Desktop Wood Model Regular New Free Shipping