SR71a for FSX Deluxe Operation Guide

Information optimized for Flight Simulator and this model based on the real world SR71 Pilot Manual data.
Paul R. Varn
Revised Oct. 24, 2012
Contents:
SR71a for FSX Operation Guide based on Freeware release AlphaSim SR71a
Credits
Features
Weather Environment
Special Gauges
Specifications

Flight Procedures

Fuel Preparation
Weather Preparation
Ground Operations
Take Off
Refueling
Mach Climb
Warnings and Procedures
Mach Climb
Spike Settings
Cruise
Descent
Approach and Landing

Trivia

DESCRIPTION:
Dynamic model replacement for AIR and CFG files for public freeware release of AlphaSim SR71a. Panel

with gauges, effects and sounds.

The book "Lockheed SR-71" by Jay Miller provided a wealth of information I didn't have access to before.
Thanks to Gary Hall for loaning it to me. Also thanks to Gary Hall for finding the unclassified pilot manual
online. This provided massive amounts of information.
Other references include: "Janes all the World Aircraft."
Boeing Museum of Flight (A12 display and SR71 cockpit.)
"SR-71 Revealed" by Richard Graham.
"Flying the SR-71 Blackbird" by Richard Graham.
"SR-71 Blackbird in action" by Squadron/Signal Publications
Personal interviews with former pilots, RSO's and Crew Chiefs.
Testers:
Gary Hall
Robert Armstrong
Marv Thompson
IMPORTANT!!! USE AT YOUR OWN RISK! THIS AUTHOR WILL NOT ASSUME ANY
RESPONSIBILITY FOR ANY FAILURE WHATSOEVER, IN HARDWARE or SOFTWARE.
- NO CLAIM IS MADE AS TO REAL-WORLD ACCURACY OR AUTHENTICITY although efery effort
was made to get close with reasonal effort.
- ONLY ADD-ONS AND GAUGES MENTIONED IN THIS DOCUMENT WERE TESTED WITH THE
MODEL. OTHER SOFTWARE MAY PRODUCE UNEXPECTED OR UNDOCUMENTED RESULTS.
THE USER ASSUMES ALL RESPONSIBILITY FOR SOFTWARE NOT IN THIS DISTRIBUTION.
- HIGHLY TECHNICAL AIRCRAFT WHICH REQUIRES STRICT PROCEDURES AND COMPLIANCE
WITH SPECIFICATIONS.
Typical first time pilot errors include:
- FS Realism settings too low
- Take off from the ground with full fuel
- Improper fuel loading on the ground
- Weather too warm or cold at cruise altitude
- Descending from cruise at too-high rate
- Inattention to engine and flight specifications and limitations
- Trying to land at too-low pitch and angle of attack
- Imcorrect panel switch settings
- Incompatible gauge add-ons
How to set Mach Speed over Mach 3.00 in Flight Simulator
Features and images in this document may change without notice.
This model requires an experienced Flight Simulator enthusiast who might enjoy high altitude, high
performance aircraft. The flight model is as realistic as my skill and FS2004/FSX will allow. All FS realism
settings must be set to maximum for realistic flight. To prevent some extreme weather effects, "Weather
Changes" Tab in the Options->Display should be set to slow which helps reduce the effects of extreme
weather changes while using the simulation Jeppeson online weather.
The skill level required to fly the aircraft as it was meant to fly is considerable, even within the simplified
Flight Simulator limitations.
I suggest new pilots work up to this aircraft by starting with FS2004/FSX training scenarios and up through
faster two-engine jets like the Lear or FA-18. When comfortable with the FS interface, flight procedures, and
high speed, multi-engine aircraft, you'll be ready to step up to the fastest piloted jet plane in the world.

Features:

BECKY real world training sortie with step by step instructions in text file:
"BECKY_Training_tutorial.txt" provided in same directory as this manual along with FSX flight plan
and ideal weather provided in FSX saved flight start location at Beale AFB (KBAB.)
FSX 3D sound. Of course, the pilot is snugly tucked inside a pressure suit and only hears comms and
his air supply, so the sound is exaggerated for situational awareness.
Realistic after-burner (shift-F4) tied to throttle position as well as detent shut down.
Afterburner effect using smoke and flame effect triggered by AB enabled. FSX Acceleration Pack
enables 10 AB stages above 80% throttle. Note: APack testing has been minimal. There may be issues
with gear causing bouncing on the ground.

Nose and Spike thermal glow effect.

Drag Chute (/ spoiler key) is fully implimented.
Note: Model will not fly with drag chute activated which is prevented except when opening the canopy
in the air which causes the chute to open representing severe drag.

The COL has been carefully calibrated to closely follow the trim table in the official SR71 pilot's
manual when 450 EAS schedule is applied.
Engine Spike position is automatic above Mach 1.6 providing a performance boost. Below that speed,
the spike can be positioned manually. Improper spike positioning can cause Un-Starts. Auto (spike
knobs straight up) is the defautl position.
Fuel loading is simplified so all tanks can be loaded to the same percentage on the ground. Once
loaded, an auto fuel maintenance program keeps the plane properly balanced.
Unstarts and compressor stalls are possible. They are not random events and may occur from rapid
weather changes, steep banks, too slow, too rapid descent or pilot inattentiveness.
Fuel Dump Switch.
Special Master/Slave shared cockpit switch permits flying this model in FSX shared plane mode. By
switching between master (for the host computer) and slave (for the guest computer) the gauge logic in
the panel gauges will switch so the MASTER PANEL will control vital features. Without this switch,
the two panels will conflict with each other because of time delays and latency. The "panel.cfg" file
contains a special section which requires editing if a pilot wants to join a multiplayer shared session as
a guest. Once the panel is edited and saved, the guest then joins the hosted session and after the plane is
fully loaded in the multiplayer session, click the Master/Slave switch to the SLAVE position.
The Host pilot panel will now control special features such as the possibility of unstarts, refueling,
spike position, etc.
When the host pilot transfers control to the guest pilot using the FSX command (shift-T) the guest pilot
must also switch the Master/Slave so the multiplayer guest panel (who is now the controlling pilot) will
take control of the special gauge logic.
Each time control is transfered, the controlling pilot also switches the Master/Slave switch. The other
pilots's switch will change automatically.
To fly as a single pilot online or offline as non-shared, no editing of the panel file is necessary. Leave
the switch in Master mode (default UP.)
NOTE: After editing the panel.cfg file into the guest/slave mode, that panel switch will now default to
the slave mode (down) each time the plane is loaded. This will be a problem if you are no longer
joining a session as a guest or are flying single-seat. If you do not edit the cfg file back to the
host/master mode default, you will have to remember to switch the panel Master/Slave switch
manually to the Master (UP) mode or you will lose control of the aircraft.
Multiplayer shared sessions will work best if the host computer is the master panel because of Internet

latency. Also, the guest computer gets the weather from the host computer, so the guest panel does not
react to weather changes as quickly as the host.
Summary (the balancing act)
You will read many references to weight and weather in provided documentation.
These two variables affect the performance of the model dramatically. Especially at high altitude 40K to 50K
feet higher than typical airliners fly.
You cannot fly at maximum altitude, at max weight in very high or low air pressure where the temperature is
excessively cold. Stable flight is a careful balance of flight path planning, altitude, speed, COG and fuel load.
Considering the aircraft has no flaps or spoilers, it has a 200+ knots air speed range of stability at Mach cruise.
The eight segments that make up the seven fuel tanks have been carefully placed to provide the required
balance shift during a normal fight through natural attrition and tank switching which should not require pilot
intervention except if the pilot loads the tanks incorrectly on the ground. Air refueling will maintain this proper
balance. A COG warning annunciator gauge and COG readout in the fuel and main panels will assist the pilot
in monitoring the balance. Error should only occur in off-nominal fuel loading or flight conditions. Fuel
loading and maintenance is covered in depth later.
Warning: If the tanks are unbalanced left and right which can happen from extended engine out, automated CG
errors would occur. For this reason, crossfeed is forced on.
Fuel Balance overview:
On the ground with all tanks set to the same percentage, the fuel is near the normal center of balance for take
off (nominally ~20%.) If it's too high, rapid rotation causing tail strike may result. Attrition causes COG to
shift slowly rearward to a mximum of +25.0 while over Mach 2.9 cruise and total aircraft weight under 120K
lbs. The Annunciator will display "FUEL LOAD" when on the ground and less than 45K lbs fuel is loaded and
the Main (number three) tanks are too low.
Near the end of the flight when the fuel load is low, the weight has shifted forward to +21.5% for 10K lbs fuel
landing.
An Annunciator "Hi CG" will display if the CG is more than 22.0 under Mach 0.90.
There are forward and rear COG limits of +17 to + 25 in addition to more restrictive limits during certain
modes of flight.
In typical flights, weight shift forward of landing COG will not occur.
The annunciator will provide yellow warnings when COG is only slightly out of limits (plane is still flyable)
and red when maximum limits are exceded. A short period of yellow warning during refueling processes or
near fianl approach is normal. If you are flying at high altitude and fast under 8K lbs fuel, you might have
trouble getting down to land in time without refueling. Typical descent fuel weight is between 16K - 18K lbs
and CG aft of 21.5%. Optimum landing CG is between 21 and 22 percent. OVER-LOADING THE FUEL
CAUSES A LETHARGIC CLIMB, SLUGGISH HANDLING AND DIFFICULT DESCENTS SO
ATTENTION TO FUEL LOADING FOR THE FLIGHT PLAN WILL INCREASE THE PERFORMANCE,
RANGE, AND FLIGHT SATISFACTION.
The Panel is a collection of gauges from other planes which fit the general theme of grey-black high
performance aircraft. Some gauges are not accurate. In some cases where accuracy was absolutely necessary, I
constructed primitive text-based and graphical XML gauges so the pilot could fly the plane to real-world
procedures and specifications. It's not pretty, but functional. My emphasis has been on the accuracy and
flyability of the flight model. As my elementary gauge making skill improves, I'll replace more of the gauges
and add more realistic ones. I invite gauge artists who enjoy high performance aircraft to participate in creating
a freeware panel that does justice to this amazing aircraft.
GAUGE BUGS: The "Sandel" HSI supplied with this panel has an error in the "NAV" button which
when set to "GPS" causes the autopilot heading bug settings to jump by increments of 10. I suggest not
using this mode. In this release, the Autopilot panel has been re-designed. The heading set bug is now
gone.

SR71-FS2004/FSX Weather environment:

This graphic from NASA illustrates the earth's atmospheric layers. The SR-71 cruises at altitudes between 21
to 27 Km riding the Tropopause. The air temperature reaches a low point near this altitude and warms both
descending and climbing. In Flight Simulator 2004 (FS9) the built-in Jeppeson weather simulator includes data
only up to around 55K ft in FSX (about 25K lower than the SR cruises.) Above this limit, the simulation
creates steadily warmer temperatures (which mimics the chart above.) Unfortunately, the coldest the sim sets
at 55K ft as the top layer is 10 to 15C WARMER than is normal for cruise in the SR. The sim will not create
colder temperature than the top layer in the weather data sent to the sim.
Jeppeson emulation in FSX is better than FS9, but still has extreme jumps caused by station proximity
interpolation data errors.
When using Jeppeson (or similar emulation like Vatsim) by the time you reach SR cruise altitudes, the air can
be as warm as if you were flying at 30K ft. This makes high speed flight impossible without over-heating.
What makes high speed flight possible is the thin-cold air at the extreme altitudes of air breathing engines.
Another problem with Jeppeson weather is beyond continental and coastal station data, the lack of weather
stations causes the sim to load a default profile until new station data arrives. This default data is a fixed
pressure and temperature of -58 deg and 29.92 OR whatever user-created or weather profile was loaded with a
saved aircraft flight. This can cause extreme behavior as the sim transitions in and out of this default data when
flying in remote areas and over water. The SR-71 spends most of its time in remote areas and over water so

this is why a more accurate and comprehensive weather simulator is needed.

I worked with the designers of Active Sky(AS) to encourage them to emulate the Tropopause conditions for
high performance aircraft like the SR71 and Concorde. This flight model was specifically designed to operate
with Active Sky 6.5 and FS2004 until this sim was ported over to FSX, and is now optimized to work with
AS2012 SP1.
ASE and the intial release of AS2012 had excessive cold temperature above 60K ft causing severe flight
problems with Concord and SR-71. As of this manual update, ActiveSky 2012 SP1 has had a major overhaul of high altitude optimizing pressure, temperature and winds.
The setting combination of "DWC" and "DWC with Local Writes" and "Prevent Cloud Redraws with
DWC" will provide the smoothest high altitude weather with minimal cloud popping.
When ANY program sets the temperature of the highest layer, FS will gradually produce warmer temperatures
above the highest defined layer.
In FSX, this flight model has been made as tolerant of the built-in Jeppeson download weather as possible.
Most of the time, flights work out OK but there are areas of the world where very bad weather emulation is
almost guarenteed. In my experience this includes:
Newfoundland Canada, Coastal BC Canada, Mid Atlantic between Canada and England, Soutch Eastern
England and the US Mountain states.
NOTE: When using Jeppson Weather, make sure The Options->Display->Weather Tab->"Rate at which
weather changes..." is set to low which provides some smoothing of weather transitions at the cost of some
accuracy. In FS, better the weather transitions slowly than accurately given the extreme diversity of weather
station data.
As downloaded data creates weather around the world, it will set the top layer to different altitudes and
temperatures. Because of this, you will never have the same flight conditions twice. Sometimes you will get
weather near or colder than the operating limits. Sometimes much warmer. As in the real world, pilots flying
the Concorde and SR71 had to ride a range of altitudes and speeds to continually optimize the conditions for
maximum range. I call it "Threading the Amospheric Needle." In the sim, the most important indicators are the
Compressor Inlet Temperature (EGT) Air Speed Indicator (ASI) and Fuel Flow (FFI.) To prevent structural
damage or stalls, the aircraft has to be flown between a 140 knot speed band (370 - 510 KIAS.) To prevent
engine failure, the combination of Compressor Inlet Temperature (CIT) and EGT must be kept within their
limits which are strongly influenced by the Static Air Temperature (SAT) Engine RPM and air speed.
The tools you will use to juggle the temperature and structural limits are altitude and air speed.
By keeping the IAS setting so the ASI is kept as close to between 400 to 410 KIAS as possible you will fly
right in the middle of the structural limit range between failure and stall.
By adjusting the altitude of your flight between 72K and 82K feet to keep the CIT below 427C, you manage
the temperature of the air to prevent engine damage. The last of the three tools of the flight management is
Fuel Flow (FFI.) By keeping the fuel rate under 20K lbs/hr per engine at cruise, you will get the maximum
range the flight model is designed for.
As you read further into this guide, you will see many references to speed and altitude limits. I hope this
summary will give you the background to understand why these limits are there and to assure you they are
indeed real world. Pilots had to plan their flight and fly their plan to cooperate with these limits. Unlike airliner
flights where you set a altitude and Mach and keep them for the whole cruise, the SR71 "Habu" pilot can
rarely enjoy that kind of leisure. Most flights will be relatively calm and uneventful. Some will have you
changing speeds and altitude frequently to stay ahead of the changing weather situation. Configuration for the
most trouble-free flight is covered in the flight prep portion of this document.
The following graphic from NASA illustrates the effect of altitude and pressure:

As you fly, FS is constantly comparing the distance between the plane's position to the nearest weather stations
the weather program has loaded into memory from online weather servers.
FS uses the calculated closest station pressure for the current pressure. In remote areas of the world, these
stations may be hundreds or thousands of miles apart with vastly different weather. This strategy can cause
large pressure jumps from station-to-station as you get closer to a new station and leave another behind. You
may also leave a relatively sparse station area to a dense area where a new station becomes "closer" every few
seconds. This character is complicated by the SR's great speed traveling around 1/2 mile per second. Active
Sky adopted the unique ability to create temporary "virtual" stations in remote areas between real station data.
In earlier versions this helped solve another problem the FS weather simulation causes:
When there isn't enough station data to provide a local weather environment within apprx 60 miles, FS drops
all loaded data and sets a local default condition of pressure 29.92 and -58 degrees C at 45K ft. When this
happens, if the weather you were flying in up to that point was vastly different, you may get a very large
altitude transition and engine power spike (because the engines are sensitive to temperature.) The virtual
stations AS attempts to create helps fill in the gaps between stations, but errors in station data still causes the
FS default conditions to load once in a while. When the aircraft is flying in pressure changes representing
hundreds of feet in an instant, the speed and lift of the aircraft can change drastically. Needless to say, this
digital weather emulation leaves a lot to be desired compared to the real world. For this reason, the Habu pilot
has to be attentive. You can be assured, it is possible to have hundreds of hours of trouble-free flight. I hope
I've made you aware though it isn't always that way. Even in the real world, there were some damaged and
crashed SR71 planes.

The real plane:

Special Gauges:

This section describes several non-standard FS custom gauges which reflect true real world limitations of the
aircraft. As exceptional as it is, it's not a space shuttle. Real world pilots had limitations placed on what they
could do. In addition, there were physical limitations to the airframe and engines.
These are discussed again later in this document within relevant sections:
AutoPilot Master Switch: To the left of the engine gauges is a rotary knob indicating the master mode of the
Autopilot.
From top to bottom the settings are:
OFF: If the AP master switch is on, this does not turn the AP
Master switch off, but it will disable any AP modes currently
on.
HDG: Enables Heading mode
NAV: Enables VOR/GPS Mode
ILS: Enables ILS Mode
BC: Enables ILS Backcourse Mode
When you use this knob to change the AP, a click on the label
for the mode you want enables that mode and the knob rotates
to point to it. Another click on the same spot disables that
mode, which functions the same as the OFF position.
If BC mode is enabled, then clicked again to disable it, the switch will move to the ILS mode to indicate ILS is
still active. Click again on ILS or OFF mode to disable the ILS after selecting BC.
This gauges does not interfere with the AP Window or any mode set there or using key commands. Doing so,
the knob will simply echo your choices.
REFUEL: The top left center of the main panel features a gauge with three functional switches.

1) Fuel Transfer Switch (Top Center- shown off in the center position)

2) READY/DISC: Ready Disconnect Switch (shown enabled.)

The Ready switch must first be activated which opens the fuel door and activates the transfer electronics.
Notice also when the Ready switch is enabled, two rows of numbers which were previously hidden also
display.

When the Transfer switch is enabled (shown UP in the ON position) fuel will begin flowing
as shown in the top row of numbers as pounds. The bottom row of numbers is the current TARGET
REQUESTED amount of transfer fuel in pounds. The requested (bottom) number changes as the engines
deplete the tank and the tank fills. Because FS2004/FSX Deluxe ADD_FUEL function always transfers fuel in
25% of unused capacity increments, your fuel tank indicators will not show the added fuel until the top
number fuel flow indicator matches the bottom number requested fuel. The request estimate is based on FS's
tank fill percentage calulation. After each anount is transferred, the request number will re-estimate the amount

required for the next update of fuel, and again when the top number and the bottom number match, the fuel
tanks will update.
The rate at which the top number increments (which controls how fast the request number is matched) is at the
realistic rate of 6,000 lbs/hour. Roughly 9 and one half minutes are required to fill from 20K lbs to 80+K lbs.
When full capacity is reached, the transfer switch will shut off automatically. As long as the RDY switch
remains enabled, even though the transfer switch is off, the current request amounts and transferred amounts
will continue to display. This allows you to halt the transfer between updates, check the amount of fuel which
is being requested against how much you want, and continue the transfer where you left off. You can also see
the total amount transferred for record keeping. When the RDY switch is disabled, the number display will
clear and show again as zeros when next activated. If the RDY switch is allowed to turn itself off when
refueling parameters are exceeded, reactivating the switch will display the last numbers shown. Cycle the
display to clear the numbers to zeros. Warning: If the RDY button is left on (lit bright) the pressurization
system detects this as refueling stress and will increase the Oxygen usage.
Constraints: Parameters necessary to operate the switches are very forgiving at this time:
270 - 350 KIAS
24K ft - 36K ft
Both engine fuel valves must be enabled (engines are operating normally.)
High fuel loads at low speeds cause the engines to be near maximum military power
during the last portion of the transfer. It's typical for Habu pilots to enable the AB on
one engine and use differential engines settings to balance the yaw, thus providing
more power headroom.
When refueling constrainsts are exceeded, the RDY switch will disable.
KEAS Speed Hold Switch (center red) when enabled will capture current EAS and
try to hold it until disabled.
To use EAS Hold while in IAS mode: Click the KEAS button (will change to brighter color) while the KEAS
display in the Triple gauge displays the desired speed. The speed will be captured in memory and the AP IAS
bug will adjust to hold that speed within a few knots. Note: The KEAS hold feature is slow to respond to rapid
speed changes.
To use while in Mach mode: Disable Mach hold and click the KEAS button when Triple KEAS display
matches your desired hold speed. Button will change to a bright color. You can help the hold through rough
weather by adjusting the IAS speed bug manaully while hold is still engaged.
To Disable: Click the KEAS Hold button again (will darken) or click the AP Mach hold button. IAS mode will
disengage.
Steer On is a lamp which brightens when the nose gear makes contact with the ground.
There is no switch or user action associated with this feature.
CIT/EGT:
<- CIT at normal cruise temperatures
The Compressor Inlet Temperature was not permitted to exceeded 427
degrees Centigrade or 125C below mach 2 (with the IGV light on.) The CIT
temp gauge will display both engines in white text while in normal operation,
yellow within 10 degrees of limits, and red within 2 degrees of limit. If the
limit is exceeded for 30 continuous minutes or more an engine will fail. The
failed engine will display "FAILED!" in red text within the CIT and
Annunciator displays.
When failed, the engine cannot be restarted. CIT at 450C or above will fail
immediately.
Note: The rapid loss of airspeed and resultant cooling will likely preserve the
other engine.
The display includes a red band above 427C and a red mark at 125C which is the limit below mach 2.

The Exhaust Gas Temperature display has a built-in electronic

"trimming" system to lean the fuel to air mixture and reduce overheating. If the EGT reaches 860C or more the de-rich system will
engage which shuts off the AT IAS hold function and sets the
throttles to 88%. The EGT text displays yellow "LIMIT" when the
EGT reaches 830 C (continuous operating limit) orange and red "hot"
indicators for 845C and 900C. EGT below 400 will indicate
"COLD." (as shown.)
Note: If the derich system is not engaged, high EG temperatures will
result when flown in warmer than normal air temperatures. It is a
good idea to always engage Derich when flying faster than Mach 3.
The engine stack gauges from top to bottom are:

N2 Percent with digital RPM (changes from while to yellow

or red near rated upper and lower limits)
EGT readout
Temperature range text (COLD, LIMIT, HOT)
DERICH text (when activated)
Nozzle Position
IGV lights (yellow when open below Mach 2: See Inlet Temperature Gauge above)
Fuel Flow (010 = 10K lbs/hr on digital display) Full Clockwise = 20K lbs on needle
Oil Pressure

Annunciator:
System state and failure warning system. Many of the
warnings mimic actual plane warning lights although for
space and practical purposes some lights are not included.
Some warnings will also activate the Master Warning Light
on the upper right of the main panel next to the Shaker light.
The systems and warnings are as follows:
Warning

Description

OIL PSI

Psi drops below 25

OIL
TEMP

Below 15C or above

177C

FUEL
PRESS

Below 7 Psi

OIL
LEVEL

Below 15%

HYD
PRESS

Below 2000psi or above

3500psi

HYD
LEVEL

Below 25%

BUS
VOLTS

Below 22 Volts

GEN

Generator Switch Off

OFF
FAIL

Engine Failed (cannot

restart)

GEAR
GEAR TR or
GEAR
PITOT H
LIMIT! or
GEAR
DAMAGED!

GEAR will display when

throttle is low and
aircraft below 3000ft.
GEAR TR when the gear
is in transit.
Pitot H indicates PH
switch is off

SPEED HI
and STALL
Warnings

FUEL LOW

SPEED HI and STALL

WARN in yellow and
red to indicate various
levels.
Fuel Low indicates tank
2 is below 5400 lbs
AND tank4 is below
4050 lbs

COG
Warnings

COG warning system

calculates speed and
weight under various
conditions and warns
when COG is out of
config with yellow
(minor) and red (beyond
limits) alerts. FUEL
LOAD while on the
ground indicates the fuel
EMER BAT/APU quantity or distibution is
On
wrong for take off.
Green text will display
above Mach 3 and >=
30K lbs fuel suggesting
ideal CG ranges based
on weight.
"EMER BAT" indicates
battery is being drained
(low gen output vs use.)
or APU Power Unit is
off.

TRIM

Pitch Trim is too nose

down (< -1.5) caused by
too fast, too low or too
CANOPY/CABIN
aft COG. Canopy
PSI
Open/Too rapid descent
Cabin Pressure or Cabin
Dump Open.

LIMITER

A-SKID

Surface Limiter (Yaw

TIRE

Damper Off). Anti-Skid

Disabled. TIRE
Yellow=Cool Down
Required. TIRE
Red=Tire Temp Limit

Drag Chute:
The drag chute gauge has three states:
not deployed, auto-armed (shift-/) and
deployed (/.) Full chute deploy takes
apprx 5 seconds. The drag chute can
not be deployed while in the air. If you
arm the chute on the ground, the
ground contact sensor will deploy the
chute. You can arm the chute while in
the air. When there is ground contact
of the main wheels AND the throttle is lowered to idle, the chute will deploy. Standard procedure requires the
chute not be deployed in cross wind until front gear makes contact.
Note: When retracting or "jettisoning" the chute, it takes 5 seconds for the lever to return to its normal
position. The image at the upper right displays these three states. Notice the "normal" un-deployed state has a
black center. The armed for auto deployment state shows a bright yellow center but otherwise looks like the
un-deployed state. The deployed state has a bright green center and is extended toward the pilot on a red shaft.
The gauge cannot be activated by mouse at this time. New Feature as of July 2012: When the canopy is
opened in the air, the chute will deploy representing severe drag.
TEB:
Below the engine throttles are two (Triethylborane) counters, one for each engine. The counters are maintained
separately for each engine. Each time an engine is successfully started or the AB is enabled on a fully
operating engine, the TEB count for the cycled engine will lower by one. You start out with 16 "shots" of
TEB. When the count reaches zero, the affected engine cannot again be restarted or its AB enabled (if off.)
The TEB count is only lowered if the engine start is successful or the throttle position is 80% or more for
engaging afterburners. An engine which is fully functioning will remain working if the counter reaches zero
until another failure occurs.
Spike: The Spike position gauge is a critical key to the ability of the J-58 to obtain
Mach 2 and 3+. Together with front and rear bypass doors, they prevent
supersonic air from entering the compressor and stalling the engine. At this time,
the door operation is not yet implemented. In the real SR, the spike is maintained
by a computer which is simulated in this model above Mach 1.6. The spike
indicator will display positions between 0 inches (moved fully out and away from
the engine intake) to +26 inches (AFT) or fully retracted into the engine.
A small text readout also shows the percentage of spike travel currently used. You
can move the spike manually while on the ground to confirm its operation, but
having it positioned in other than zero while in flight and below
mach 1.6 will cause an unstart.
<-- Spike Mode rotary knob shown in default "Auto Mode"
(knobs pointing UP)

-->
Spike mode shown in the manual (knobs right) mode.
Manual spike operation requires placing "SPIKE" rotary knobs
in the right (non-auto) position. To toggle the auto-manual
spike mode, click on the center of the left knob which changes
the mode for BOTH engines.
New Pilots should leave the mode in auto.
The default startup switch position is up (auto) which is computer-controlled normal mode.
In manual mode, Adjust the spike position using the flaps keys (F5-F8.)
Beginning at Mach 1.6 and faster, various kinds of failures related to incorrect spike position, high AOA, toolow descent speeds, and high bank angles can cause compressor stalls and unstarts. Please consult the
specifications section to order to avoid these problems. Unstarts were a well known problem
on the SR-71 and happened most frequently during descents. In this simulation, you need to
be more attentive to descents than other flight profiles.
Note: Habu pilots refer to various modes of flight where specific procedures or aircraft
systems settings and operation are required as "schedules." You will read references to this
term elsewhere in the manual.
What's an Unstart?
The "Unstart" term comes from the idea that close to Mach 1.6 and above, supersonic air flow inside part of
the inlet has "started" and a shock wave builds behind the spike lowering the intake pressure and dirverting
excess pressure out through bypass doors and vents in the nacel. The spike and bypass doors follow
"scheduled" position changes related to mach speed, pressure, and temperature to preserve the position of the
shock and bypass excessive pressure out of the nacel through grills in front of the engine. Loss of the shock
wave position control allows the shock to enter the engine and causes similar symptoms as a compressor stall.
When the engine unstarts or stalls above Mach 1.6, the engine RPM will drop suddenly, there will be an
extreme yaw moment in the direction of the failed engine, the afterburner will go out, and aircraft speed will
drop rapidly while the Autothrottle tries to recover speed with full RPM on the remaining engine. The
computer will move the spike position forward to re-capture the shock wave for restarting the engine. Both
spikes ALWAYS move together. The computer will keep the spike forward until the failed engine condition is
corrected. When the engine RPM drops enough to restart, the failed engine will restart itself as long as all
dynamic conditions which caused the failure have been corrected. While above mach 3, speed will need to be
recovered to above 350 KEAS which usually requires a rapid dive and full power on the reamining engine.
If you react too slowly, you'll have to restart the engine yourself with the starter switch on the panel or ContrlE key combo. Each successful engine restart will cost you two hits of TEB (one for the start, another for the
AB) so it's good to be sure all the conditions allow for a successful manual start or you will waste TEB.
Restarts are normally performed at Full Military throttle and above 350 KEAS to prevent another compressor
stall.
The Unstart light for the failed engine side should ignite for an unstart, but may not always for a compressor
stall. Several engine annunciator lights displaying are a further indication you have an unspooling engine (as
well as all the engine gauges indicating low.)
Note: Compressor stalls are also simulated which can occur when sub mach. If the pitch is too high for the
flight profile, or the mach descent is not maintained above 350 KEAS and/or the RPM drops below 6100 an
engine will suddenly lose power and drop to an idle indication. The Unstart lights may not come on. The
restart switches may try and fail to ignite the engine. When this happens, level out or start a rapid descent (4500 FPM or more). The failed engine will ignite once speed is restored above 350 KEAS. Sometimes a
manual restart is necessary.

ABThrottle:
This gauge is an enhancement to the main panel throttle. The SR71 has a combined throttle AB control (like
most reheat jets.) To activate the AB, the throttle is moved to a hardware stop, then the handle is pulled outaway from the base on a spring and the throttle lifted over
the stop into the minimum AB setting. Current
Implementation: While on the ground the throttle will not
permit movement past 80% (full military power.) To
increase beyond 80% you have to engage the AB (shift-F4
in FSX Deluxe) which simulates lifting the throttle over the
stop. Acceleration Pack may have a different behavior.
Once the AB is engaged, the throttle can be moved at will.
If you reduce the throttle below 80%, the AB will
disengage automatically. In flight, the AB will also
disengage below 80% and when operated manually,
requires AB engaged to advance belond 80%. The Autothrottle does not have this limitation and will advance
the throttle beyond 80% without the AB.
The gauge also provides a digital readout of the throttle percent setting. I added this feature for testing other
code I was working on and grew to depend on the added position visibility it provided. I decided to make it
permanent. Note: The real plane has throttle/engine performance which differs from FS in an important way:
The real plane operates at near max RPM through climb and cruise. What changes primarily is the fuel sent to
the afterburner. In FS, engine power from the AB is not independent of RPM changes. For that reason exact
PRM for all modes of flight are not strictly simulated. This is also why the Autothrottle movement in the topAB portion is allowed for normal military power to account for restrictions in the low resolution panel
movement.
This gauge also provides AB off/on and TO/GA indication. AB ON is indicated by changing the throttle
percent number from green for "normal" military power to white for Afterburner. The image on the right
shows these two states with full military power on the left and 85% with AB engaged on the right. Also shown
are the two TEB counters at the bottom.
On the left side just under the throttle percentage readout for engine 1 is an engine selection readout. The
purpose is to help confirm you have the correct engine selected for operation. Shown in the graphic is both
engine 1 and 2 is selected so the digits "12" are shown. When only one engine is selected, the display will
show a 1 or a 2 only.
Take Off/Go Round power can be activated by Shift-Control-G or clicking on the Throttle Select numbers.
When activated, the throttle selection numbers will change from green to orange. In FSX, the display will be
blank in TOGA mode.
Reducing throttle below idle will shut off the engine (into the red or negative numbers on the throttle position
display.) Restart requires moving throttle lever back to idle position (green) or above (F1 key.) Note: The
throttles can only be moved to the detent engine shut-off position when stopped on the ground.

TRIM:
Three gauges show the degrees of Pitch, Yaw, and Roll trim movement of the aircraft components. Use these
before flight to make sure the aircraft is configured for controlled flight. Use the keys: Control-numpad 7 and

1 for Pitch, Control-numpad 0 and Enter for Yaw, and Control cursor left and right for Roll. Small digital
numbers also assist in displaying small movements. For take off, all three gauges should indicate zero. See
specifications section for Pitch/COG limitations.

The DERICH switch permits operation of the derich feature which reduces engine
power when the EGT exceeds 860C. When the switch is in the default down position,
the derich feature is disabled. In addition to the emergency throttle set-back while
exceeding 860C, the derich function will also reduce the rate at which the EGT
increases when it exceeds 805 degrees. It's usually a good idea to have this switch
enabled above Mach 3.0 to further protect the engines from over-heat faults during hot
take-offs or extreme weather changes at cruise.
A-SKID
Anti-Skid switch limits the ground braking strength by pulsing the toe brakes while the ground speed is above
12 knots during ground roll. The parking brake is disabled until at or below 12 knots. Steady "toe brake"
pressure is required to activate the function when the switch is on. Anti-Skid ON is normal configuration and
the Annunciator will indicate "A-SKID" if it is off. When OFF, excessive braking and heating will result.
When ON the same annunciator position doubles as tire temp high indicators. See section below "Tire Heat"
for details.
As you all well know, faults of any kind are not a normal part of FS simulations. The built-in random failure
system is so unlikely and unrealistic no one wants to use it. Alternatively, the faults built into these gauges
take some getting used to, but are an attempt to help wannabe "Habus" appreciate the skill and technical
complexity associated with this unique aircraft. Although Airliner pilots are known to sleep at the stick from
boredom, Habus could not! Go to sleep in this aircraft and you'll find yourself in a reset in short order. These
faults are not random. The pilot has to fail to react to out-of-limit flight parameters for them to happen.
In a normal flight (correct altitude and speed for the temperature and decent rates) and under AP Control you
will not have any faults.
Master Warning Light
In addition to the Annunciator Panel, to the right of the Attitude Indicator and below the Stick Shaker Light is
the Master Warning Light and clear. The most important alerts from the Annunciator will also light the Master
Warning. These include:

Battery Discharging
Fuel Low
Eng Low RPM
High COG
Engine Failed
Canopy Open in Flight
Low Cabin Pressure
Low Oxygen Supply (< 2%)
Cabin Pressure Dump Open
Near Overspeed
High CIT

High EGT (Hot or higher)

Gear Up landing
Gear Down in flight Above 320 Knots
Tires Hot (above 100C)
Near Stall over Mach 1.5
RPM drops near minimum above M 1.5

Battery power is required for indication. Click on the Warning light to disable all warnings for this lamp. No
more warnings will indicate until switch is clicked again although Annunciator Panel remains functional. See
Qxygen stress factors below which relate to many of these same events. To check if you have disabled the
Warning Light, briefly switch off both generators. If the light does not illuminate, it's disabled.
Altimeter Pressure Trend
Although not a feature of the real SR-71, it's provided to help the pilot navigate the digital and often quirky
world of FS weather.
On the left side of the main panel altimeter is a small digital display which shows one of three characters as a
pressure trend:
= indicates there has been no atmospheric pressure change in the last 2.5 seconds.
+ indicates the atmospheric pressure has increased in the last 2.5 seconds.
- indicates the atmospheric pressure has dropped in the last 2.5 seconds.
In addition, the letters "H" or "L" will appear for high and low pressure indication:
LL indicates atmospheric pressure is below 1000.0 mb
L indicates atmospheric pressure is betweem 1000.0 and 1109.82 mb
No Letter indicates average atmospheric pressure
H indicates atmospheric pressure is between 1016.59 and 1025.0 mb
HH indicates atmospheric pressure is higher than 1025.0 mb
Example:
=
Flying within average normal pressure (1009.8 - 1016.6 mb) with no recent change.
-L
Flying in low pressure which is dropping below 1009.82 mb.
Rapid cycles through these symbols means the pressure changes are very small.
Although there is no equivalent on the real plane, this feature greatly assists the pilot flying in the quirky
digital weather world of FS. If the pressure trend has been up or down for an extended period (30 seconds or
more) during (L) indication, the pilot may be encouraged to increase speed and/or decrease altitude to forestall
any surprises building up affecting the lift of the plane should the trend continue. Sudden pressure drops affect
the aircraft as temprary increases in air speed. After the Autothrottle compensates, the result is reduced power
margin as if the plane were flying much higher.
If pressure then increases suddenly, the result is not enough power to compensate, forcing a descent to regain
air speed or recover from unstart.
In low pressure (L) the pilot should avoid altitudes above 78K ft and may have to fly as low as 74K ft in "LL"
indication depending on the temperature. In my experience, although high (H) pressure can mean you may fly
in the range above 80K ft, these high pressure ridges are often short lived.
Better to be safe than sorry. In hundreds of hours in Jeppeson weather flying around the world up to 11 hours
at a time, stable flights can be found in the altitude range between 74 - 80 thousand feet. In Active Sky 2012
SP1 with recommended settings, weather disturbances which force the pilot to fly off-normal profiles are rare.
Tire Heat:
Hidden gauge "tire_temp" measures weight, speed on the ground, braking intensity and friction temperature to
calculate the effects of taxi and breaking. If the special gauge panel "Flight Data" and its associated gauge
"Data" is enabled in the panel configuration, a constant readout of the main tire temperatures are available.

A new feature added to the annunciator tied to the Anti-Skid function above is when Anti-Skid is enabled the
annunciator will report when surface temperature, braking temperature, and speed combine to heat the brakes
and tires above safe levels. Yellow "TIRE" indication requires a parked hold before take off roll. Red "TIRE"
indicates temperatures are too high on one or both tires for high speed roll (over 100C.) Wait for yellow TIRE
inidcation to go out before starting take off roll.
If Anti-Skid is disabled, these temperature indications are disabled. Above 50K ft the tire warnings are
suppressed. The Anti-Skid switch can toggle between display temp warnings or anti-skid off warning in the
annunciator. Anti-skid should always be on for landing/roll or excessive brake pressure and heating will result.
Typically, when stopped and the yellow "TIRE" warning is illuminated, ~60 seconds is required to cool from
90C to below 40C for a safe take off when the surface temperature is near 95 deg F on the ground.
Surface wind and cold air help cool the tires.
Oxygen System:
Shift-4 opens up the Fuel and Oxygen panel. There are three gauges and three switches associated with
Oxygen and Pressurization.
The upper left "OXY SYS" switch controls which oxygen tanks are being used. The default on startup is "PRI"
(UP) which uses the primary Oxygen tanks to pressurize cockpit and suits. Primary consists of 2ea, 10 liter
liquid tanks providing 20 hours under normal usage. STB (DOWN) is the standby 10 liter tank providing an
additional 10 hours for two crew at
normal usage rate. The "PRESS
DUMP" switch at the bottom
defaults to off. When ON (UP) the
oxygen system is switched off. The
suits will use internal oxygen and
the Annunciator panel will display
"Cabin Psi" until the switch is
changed to off. To the right of the
PRI/STB switch is the OXYGEN
PRESS gauge which always
displays the pressure in both
systems in pounds. These
indicators will display within the
upper half until the relevant oxygen
quantity is nearly depleated. When
depleated, pressurization will fail
and Mater Warning light will stay
on unless forced off or supply is
switched to a pressurized tank.
The lower "Oxygen Quantity"
displays the system which is
currently in use. To save space, since the Primary tanks 1 and 2 are used together, the same ten liter indicator
is used to display both 10 liter Primary tanks.
To prevent unwanted oxygen system usage while on the ground, open the canopy (shift-e) which will
automatically position the Cabin Press Dump switch to the ON (UP) position and shut off the oxygen system.
The Annunciator panel will display the warning "CANOPY".
On the upper right of the panel, the "PRESS SEL" switch selects between Normal 26K ft (default UP) and 10K
ft cabin pressure. The gauge to the left of the switch indicates the current pressurization level. Below the
pressure gauge is a digital readout of the current pressure selection. When switching between the two altitudes,
about 3.5 minutes is required to fully transition to the new level. NOTE: Using the 10K ft pressure causes a
large increase in oxygen use rate.
When ready to start engines, close the canopy (shift-e) and click the cabin dump switch to the off (DOWN)

position. Careful not to click the Fuel Dump switch by mistake!

The Annunciator "CABIN PSI" warning will stop illuminating.
During use, it's very unlikely you will run low or out of oxygen with between 28 (at worst) and 30 hours of
supply unless you have a very stressful flight with a lot of faults or use the 10K ft pressurization.
There are conditions in which oxygen will be used at different rates based on stress factors.
Stressed rates are around 1.4X normal. When there have been no stress factors for 1 hour or more, a
relaxed/calm rate of 0.8X is used. Many of these factors are tied to similar Master Warning lights.
IMPORTANT NOTE: With a severe loss of cabin pressure (cabin dump or canopy open) above selected
pressurization altitude (10K or 26K ft) the system may not be able to repressurize the cabin in a steep climb.
Level off or reduce climb until pressue is nearly equalized. Repressuring the cabin at high altitude after a
pressure dump or open canopy will cause a large loss of liquid oxygen quantity.
Increased Anxiety Oxygen usage (1.4x) when:

10K ft pressurization selected

Engine Failed
Battery Draining
Low fuel (under 9500 lbs)
Take off or landing
Near Overspeed
Near Mach Stall
Low Speed Stall
Eng Unstart, Low RPM
High bank low speed, near ground
High descent rates over Mach 1.5
High Descent Rates close to the ground
Refueling (Refuel door open "READY/DISC")
High CIT (over 427C)
High EGT (Hot or higher)
High COG (over 25%)
Excessive hot breaking or ground speed

Lower than normal usage when:

No Anxiety for 1 hour
Fuel System:
On the same Fuel and Oxygen panel are various digital indicators of fuel quantity and COG Fuel Pump
Switch. The digital COG % indicates the same as on the main panel. The Digital fuel level displays are
organized roughly in their positions on the aircraft. The previous Concorde fuel pump has been replaced by a
custom pump with three positions. Auto (center) is the normal position for all modes except for minor
corrections when attempting to land under 8K lbs fuel. The built-in fuel balancing system will maintain an
ideal CG throughout the flight for all but the most unusual conditions. If you need to intervene, a brief click on
FORE or AFT (Upper/lower 1/3 of the switch) returning the switch to STOP (click in the center) should do the
trick.
Note: The fuel pump will not return to the auto position automatically.
Upper portion of handle clicked, handle positioned forward and forward pump light
illuminated.
New (for July 2012): Fuel supply switches for the Left and Right engines have been
added. If you are having trouble starting the engines, check these switches. They
should be in the up position for normal operation. The auto-start feature normally toggles these to ON (up) at
ignition.

In the October 2012 update, I added a display under the CG%: TGT% which informs the pilot what the CG
fuel system is targeting for an ideal CG. This display normally indicates limits being placed on AFT CG. You
can use this information to decide if you want to assist the computer with a small tweak. An indication of zero
on this display means the fuel systems is no longer targeting a CG limit, but rather letting the default fuel
attrition system work its magic. The computer will fight you with its own settings if an off-nominal condition
is created by the pilot.
Note: Descending fuel loads over 39K lbs, the automatic system will not configure the CG for landing. The
pilot will have to manage the CG with the pump switch.
The Fuel Dump switch does not have a safety and is a simple toggle. Its default position is OFF (down.)
When clicked, the switch positions up and fuel is purged from all tanks at the rate of 41.6 lbs/sec.
The Fuel Dump switch is inhibited when the center tank four is 4060 lbs or less. Another click when enabled
stops the fuel dump.
Fuel Annunciator:
On the far right of the main panel, the Fuel Annunciator indicates when a tank is empty by lighting bright and
when all the tanks are being used for both engines. The later is the case when the Auto CG system is in its
default non-managed state of fuel attrition balancing in which case the xFEED OPEN lamp is bright. In this
state, FS defaults to tank usage based on its own internal logic and BOTH left and right tanks are used for both
engines (no isolation.) If you click on this lamp you will force the Auto CG system OFF. You might do this if
you dissagree with the CG balance and want to use the pump on the fuel panel to change it without the Auto
system over-riding your adjustment.
NOTE: If you click on this lamp while it is lit, and it does not go out, is an indication the default attrition
system is already operating. In this case, when the Auto system needs to operate, it will be disabled and the
lamp will stay lit. In this situation you run the risk of the CG getting out of configuration. It is best to click on
this lamp when it is unlit (meaning the Auto system is operating) and you want to make a temporary
adjustment to the CG. It is not a good idea to click this lamp unless you are sure what you are doing. Innormal
operation, the lamp will flash on and off while switching between passive attrition mode and active
management mode when enforcing CG limits. This will happen most often when the plane is heavy during
climb and descent and at cruise when the CG has reached max.
At the bottom of the set of lamps is a test toggle. When clicked ALL the lamps will light up regardless of their
logic state. Click again and the ones which should be in their off state will do so.
See the detailed explanation of this model's fuel balancing system for more explanation.

Defalt all off:

Test ALL ON:

CG Over-ride/Crossfeed:

How to set Mach Speed over Mach 3.00 in Flight Simulator:

Flight Simulator wasn't designed for aircraft which flew over the speed of the Concorde at the time the
autopilot controls were designed, so Mach 3 was considered fast enough I suppose. Up to Mach 3, the Mach
speed set window converts the current IAS into Mach but will not over M3.00. If you try to click on the Mach
setting window past Mach 3.00, nothing happens. There is a work around which solves this problem. Enable
IAS and advance the IAS window setting. Although the Mach display does not change, it will when you click
on Mach hold after advancing the IAS bug upwards. With a little practice, it's quite easy to switch back and
forth between IAS Hold, advance or decrement the setting, then switch to Mach Hold to see what you get. You
will discover one knot is just over one hundreths of a Mach, so changing the IAS one knot will change the
Mach by one digit (roughly.) The autopilot panel controls have been arranged to minimize the mouse
movement when performing this operation.
Aircraft Specifications:
FUSELAGE:
Length: 103' 10"
Height: 18' 6"
Wing Area: 1,605 sq' (some sources claim 1,800 ft sq)
Wing Span: 55.6 ft
Wing Area (W/Chine): 1750 sqft
Wing Sweep: 52.6 deg
Wing Dihedral: 0 deg
V Stab Area: 70.2 sq'
Gross Weight (MTOW): 135,000 to 140,000+ lbs (Pilot Manual) 170,000 lbs Typical
Zero Fuel Weight: 56,500 to 60,000+ lbs (Pilot Manual)
ENGINES:

Weight(2): 13,000 lbs (6,500 lbs ea)

20' long, 4',5" wide
Model: (2ea) P+W JT11D-20B (J-58) Turbo Ramjet.
Static Thrust: 32,500lbs @ sea level
(45,000 lbs with after-burner)
Single Rotor, 9 stage 8:8:1 ratio compressor.
Note: Rolls-Royce/Snecma Olympus 593 (Concorde) = 15:1:1
General Electric CF6 (747) = 30:5:1

Bleed Air Bypass Transition: CIT 85C to 115C, Mach 1.8 to 2.0
Military Max Thrust sea level: 70% of total
Military Max Thrust high alt: 28% of total
AB Min detent Thrust at sea level: 85% of total
AB Min detent Thrust high alt: 55% of total
Starting RPM: 3,200
Typical Idle RPM: 3,975
Max RPM: 7460?
Min RPM above M1.5: 6100
Typical Cruise RPM: 7050-7150
Overspeed RPM: 7450 < 300C CIT, 7300 > 300C CIT
Cruise Inlet/Engine power ratio: 80%/20%
Core Airflow: 450 lb/s
Max Inlet Spike Movement = 26 inches.
Inlet Shock "start" movement: Between Mach 1.6 and 1.8
Inlet Guide Vane (IGV) Transition: Axial/Cambered = apprx CIT 85115C Mach 1.9 and above.

FUEL:
Fuel Load (JP-7) at 100,000 lbs Gross Weight: 11,570 lbs
Fuel Capacity: (real world) 83,302 lbs JP-7 (12,200 US gal @6.9 lbs/gal)
Fuel Capacity: (this model) 80,653 lbs FS "JetA" (12,038 US gal @6.7 lbs/gal)
Unusable: 32.4 Gal (217 lbs)
Standard temperatures and pressures:
Rated Cruise: Mach 3.20 @80,000ft
Fuel Rate at Ground Idle: 4800 - 6300 lbs/hr
Fuel Rate MAX Take Off Full AB: 80,000+ (both engines)

Fuel Rate at refuel speed and alt: 24K lbs/hr

Fuel Rate (rated cruise): 36-41,000lbs/hr
Fuel Rate (Average Climb): 22,500 lbs/hr
Fuel Rate (Average Descent): 16,500 lbs/hr
Full Fuel:
Fuel Dump Rate: 2,500 lbs/minute (42.08/sec) until tank4/6a reaches 4700 lbs, then auto-terminates.
PERFORMANCE:
Min Take off Runway length: 9,000ft. (with after-burner)
Min land Runway length: 7000ft (10K lbs or less fuel)
Typical Runway Take off Roll (45K lbs fuel): 4800ft
Max Crosswind landing: 25 knots dry, 20 knots wet.
Caution: 16+ knots @ 55+ degrees
Prohibited: 25+ knots @ 20+ degrees
Gear Extended Limit: 300 KEAS/330 KIAS
Gear Cycle Limit: 10 times per flight
Max Ground Tire Speed: 238 KEAS, 239 KIAS, 275 MPH
Tire Cooling: 9 minutes for every 14,000ft or 2.75 miles of taxi distance at 70 deg F.
Max Taxi Speed (recommended): 40 MPH(35 KIAS)
TirePressure: 400 Psi
Take off Tire Failure: 10K ft @72 deg F
Max initial braking speed 10K lbs fuel: 209 KIAS @70 deg F
"Brake Walk": Oscillations @ 10 cycles per second.
Anti-Skid Min Speed: 10 knots
Min Ejection Altitude: 15,000ft
Touch Down Vertical Speed: Typical- 50 to 100 fps, Max- 600 fps
Landing Threshold Pitch: 10 deg
Landing Threshold AOA: 9.5 deg>
Pressurization (normal Cruise:) 26K ft:
2ea 10 Liters Oxygen
Standby = 1 ea 10 Liters Oxygen
Tank Pressure 65 - 100 psi
Consumption: 1 Liter/hr for two people
10K ft:
1.4 Liter/Hr
V Speeds (45K lbs fuel):
V1 = 156KIAS (acceleration check speed)
Vr = 180 KIAS, (full weight) = 205KIAS
V2 = 210 KIAS
66K lbs fuel:(full TO Weight) = 220KIAS

Max
Speed:
Mach
3.45/558
KIAS
From
SR71
flight
manual
section 58
Maximu
m Mach:
" Mach
3.2 is the
design
Mach
number.
Mach
3.17 is
the
maximum
scheduled
cruise
speed
recomme
nded for
normal
operation
s.
However,
when
authorize
d by the
command
er, speeds
up to
Mach 3.3
may be
flown if
the limit
CIT of
427C is
not
exceeded.
"
Maximu
m Design Structural Limitation: 500 KEAS (559 KIAS.)
This speed would be exceeded if the plane was flown above Mach 3.0 below 65 thousand feet.
Recommended Operational Ceiling: 85,000ft (model tested stable to standard weather.) Altitudes much
higher than this are rare in FS Jeppeson download weather.

Normal Cruise Altitude: 79K ft westbound, 80K ft Eastbound.

Range: 3,250 miles un-refueled (based on ideal static weather, no wind)
Initial Cruise Speed: M3.0 @ 72K ft.
Mach Cruise Bank Angle Limit: 35 degrees
Max Bank Angle during Climb: 45 degrees
Max Rate of climb: 11,810 ft/min (60 m/s) - 9999 under AP control
Max Rate of Descent: 1 mach per 3 minutes above Mach 1.8 (roughly exceeding sustained -6200 fpm 75K ft
through 60K ft)
Cruise Range Loss from Turn: 2.5 miles per 10 degrees
Minimum Single Engine Approach Speed = 200 KIAS 25,000 lbs fuel.
Minimum Go Around Alt = 300 ft.
Temperatures:
From 600 to 900+ degrees Fahrenheit on the airframe.
Temperatures on the J-58 engine exhaust reach 3200 degrees F.
Min Operating Air Temperature = -75 deg C
Sub-Mach Max Climb Speed (no turbulence): 400 KEAS
Max Performance Climb Speed: 450 KEAS
Sub-Mach Max Climb Speed (max turb penetration): 350 KEAS
Minimum Turn Airspeed: 220 KIAS
Landing Speeds:
Fuel lbs

Approach Spd Touchdown Spd

<= 10K

175 KIAS

155 KIAS

20K

185

165

25K

190

170

30K

195

175

40K MLW 205

185

Typical AOA at the above speeds and weights are 9 to 10 degrees, not to exceed 14 degrees (tail strike.)
Flight AOA Limits:
Max below 25K ft = 18 deg
Max Subsonic 25K+ ft = +10 deg
Max Supersonic 25K+ ft to 70K ft = +8 deg
Max Supersonic 70,000+ ft = +6 deg
Drag Chute deploy:
5 seconds full deploy after activated on touch down. 1/2 G decel. Nosewheel contact required before activation
with cross wind.
Max Drag Chute Deploy Speed: 210 KIAS
Drag Chute Attachment fail Speed: 30K+ lbs fuel
Min chute Jettison Speed: 55 KIAS
Max Sub-Mach Climb to Cruise:
Full Stop Break Release to 24K ft in three minutes.

Temperatures between -55 to -70 C:

Design Mach Speed = 3.2 (above 35Kft)
Maximum Operational Mach = 3.35
Overspeed Mach =3.45
Maximum Indicated Air Speed = 559 KIAS, 500 KEAS.
Max Safe Altitude = 85Kft (without special auth.)
Max Rated Altitude = 92K ft (can go higher when weather permits.)
Max Pitch at cruise = 7 deg (Speed loss/Stall Instability @ 6.0 deg)
PITCH WARNING!!!: Do not let pitch rise above +7 deg or below level on the Artificial Horizon while above
Mach 3.0
Min Supersonic Airspeed = 310 KEAS
Note: Descend rapidly if the weather system causes a sudden drop in EAS to a value near this speed.
Mach 3 stall: Below 240 KIAS
No Power Glide (80K ft Mach 3.2):
375KIAS @ -11,600 ft/min
6 minutes to 10Kft (102nm)
Ground Lift effect: Within 30 ft.
Peak Aerodynamic Pressure: Apprx 670 lbs/sq ft (Dypsey Doodle Climb 450 KEAS through 35K ft.)
Refueling:
Normal Alt- 25K - 35K ft (35K feet with latest tankers.)
AOA 3 deg low fuel
AOA 6 degrees full tanks
Typical distance between tanking: 2000 miles
Refuel Rate: 6,000 lbs/min
Typical Refuel Time: 15 minutes
Max Deceleration above M 1.8 = 1 mach per 3 minutes
Below Mach 1.8 = No limit
MLW: Not Limited (suggested 40K lbs fuel max)
Note: APP AP is very unstable at this weight

Normal Landing weight: 10K lbs fuel or less

Touch and Go Limit: 25K lbs fuel
CIT Compressor Inlet Temperature:
Max Inlet Temperatures (mach 2.8 @85Klbs gross weight)
SAT(C)

CIT(C)

-69

250

-61

270

-57

280

-52

290

-44

310

(mach 3.0 @85Klbs gross weight)SAT(C)

CIT(C)

-67

300

-60

320

-57

328

-52

340

-45

360

Nominal Inlet Temperatures (Mach 3.2 20K lbs fuel)

SAT(C)

CIT(C)

-66.8

350 (typical Cruise)

-59.8

370

-56.5

380/Max: 427C (801F)@ M 3.38

-52.9

390

-49.5

400

-46.2

410

RPM:

EGT:
Idle: ~430C @ sea level (typical)
Max start temp (idle) = 565 C
Normal Cruise Range: 780 - 820C
Continuous Limit: 830C
Emergency Zone = 805 - 845 C up to 15 minutes
Red Zone: 900 C up to 2 minutes
950 C up to 15 seconds

COG:
Modeled MAC in FS2004 = 51 ft (wing + forward fuselage chine).
Typical range: Forward- +17% to Aft- + 24%
Ideal Take off: 17 % (Published), Typical: 20%

Max at cruise: +25%

Max Take off and land: +22
Max below Mach 0.9: +24
Min COG above Mach 1.8 and 11,570 lbs fuel: +17
Min below Mach 1.8 and 11,570 lbs fuel: +14.5
Ideal Landing: +21.0 to +22.0
Max at Mach 3.30 = 24.3% MAC
Trim Limits:Subsonic level=-1.5 deg nose down.
Supersonic level: Min=+0.5 @ M2.6 (normal 3.1 at full weight.)
Max=-1.5 @ 25% COG (normal 0 at Mach 3.0 near 24% COG.
Mach 3 Environment Temps:
Interior: 300 deg F
Nose: 800 deg F
Windshield: 600 deg F
Exhaust: 1,200 deg F (649C)
Oil Pressure:
Min safe operating = 35 PSI
Normal = 40-60 PSI
Fuel Pressure:
7-9 Psi
Hydraulic Pressure:
Normal = 2200 - 3000 psi at or above 3000 Engine RPM
Reduced Control = down to 1500 RPM Control Failure = below 1500 RPM
Electrical:
2ea 60KVA direct drive generators. 155/200 volt, 400 cycle.
2ea 28 volt, 25 amp/hour batteries.
Emergency AC buss (supplied by battery 1): 1KVA.
Battery Duration (essential equip only) 40 minutes.
External MD-3 or MD-4 power connector.
G Load Limits:
Mach 2 and Less (below 50K ft): -.2 to +3.5
Mach 2 and less (above 50K ft): -.2 to 2.5
Mach 2 to 2.6: -.1 to +2.0
Mach 2.6 to 3.2: -.1 to 1.5
Min Airspeed Restrictions:
Supersonic: 310 KEAS
Subsonic and >= 25 Kft: 300 KEAS
Subsonic and < 25 Kft: 145 KIAS
Pitch Trim: The model under ordinary fuel and speed operation and auto-pilot control will conform to the
following flight trim settings:

--------------------- FLIGHT PROCEDURES: ---------------------This general overview of technique for flying this aircraft in FSX is not real-world but based on manipulating
the sim to obtain consistent results. Unrealistic weather conditions strongly affect performance. The details here
are also provided as checklist and reference items within the panel Kneepad feature. New for sr2012Updt1c are
htm checkist and reference files elliminating the problems the previous text files produced.
o PRE START PREPARATION:
FLIGHT PLAN loaded into GPS or another navigator that performs turn prediction. FS2004 GPS turns about
2.8 miles prior to the waypoint at high speed. This is JUST enough to maintain control during turns. At cruise,
waypoints should be 500 miles apart or more if they have moderate turns, No-turn waypoints can be as close as
100 miles. When flying over water to your destination (ATC hate mach speed in their space) a careful flight
Plan will include a way point close to the coast (assuming your destination is somewhat inland) for use as a
descent calculation target. This is explained in the descent profile later.
Fuel Loading:
To provide a wider performance margin on take off in case of an engine loss, the Air Force flew the SR-71 with
one of three fuel loads:
45, 55, or 65K lbs.
If using SFP or NAV3, range and fuel estimating should be close using the following table:
CLIMB CRUISE DESCENT
SPEED

900

1780

700

FUEL RATE

28900

38100

12300

VERTICAL RATE 1920(ave)

ALT

2900(ave)
80000

(EDITED for update sr2012Updt1b) Note: The SR71 is capable of fuel balancing automatically for the entire
flight flight and approach. Automatic fuel tank selection and tank attrition schedule built into the model

simulates the auto transfer system AS LONG AS you load the tank percentage below on the ground and left and
right tanks are balanced.
The balancing system is in auto mode when the FORE AFT pump switch is in the center (AUTO) position.
Easy Rule of thumb:
To set typical take off weight of 45K lbs, set all the tanks in the FS fuel menu to 56%. This will provide a COG
close to 20% for take off. Any COG between 19% and 22% is acceptable for take off or landing.
To set 55.6K load: all tanks 69%
To set 66K load: all tanks 83%
Warning: There are EIGHT(8) fuel tanks in the FS fuel dialog. Failure to set ALL of them to the same
percentage may cause the auto balancing system to provide less than optimum performance. This system of
setting all the tanks to the same percentage was adopted to make fueling the SR-71 simple for the pilot even
though the CG system is very complex.
Detailed explanation of this model's fuel balancing system.
FS Fuel Dialog:

Ltip = Tanks 1 + 1a
Rtip = Tanks 1 + 1a
Lmain = Tank 3 L
Rmain = Tank 3 R
Cntr = Tank 2 Foward Trim
Cntr2 = Tanks 4 + 6a Rear Trim
Laux = Tank 5 + 6b
Raux = Tank 5 + 6b
Fuel distribution is as follows (rough):
< NOSE to TAIL(111ft)
1,1a

3LR

< pilot LRtip Cntr LRmain

|
o

<wing

>

4,6a 5,6b
Cntr2 LRaux >
<engCTR>

wing>

Min Usable:
1 = 2300 lbs
2 = 3400 lbs
4 = 2400 lbs
5= 1900 lbs
Min Landing Fuel Weight:
5000 lbs
These tank assignments and positions are based on FS2004/FSX built-in default tank attrition schedule which
chooses the order in which tanks deplete until empty. A complex system of tank switching at capacities enhance
the attrition for optimum CG and trim near Mach 3 and above. Habu pilots considered 60,000+ lbs fuel weight a
"heavy" jet. At the typical take off weight of 45K Lbs fuel, you'll find the plane nimble and fast-climbing. If
you need a fuel load over 70K lbs, it's best to take off with the default loads of 45K, 55.6K or 66K lbs
(depending on when you can intercept the tanker) and plan on an air refuel.
IMPORTANT: At Fuel Weight below ~8000 lbs OR over 39K lbs OR tank 3 is over 3100 lbs total, the
autmatic system will not maintain the landing CG of 21.5%. Landing below 10,000 lbs normal landing weight
or over 39,000 lbs will require the pilot to use the pump switch manually to compensate. Also, it may not be
possible to get the CG under 22.0% for landing when over 27,500 lbs fuel.

END FUEL PREP.

WEATHER PREP:
The SR71 is sensitive to pressure and temperature more than wind speed because of the high altitude. Near the
flight limits large pressure changes can throw the flight model well beyond its operational limits. Pressures over
30.10 inHg are problematic because they force you to fly very high (which can be fun, but increasingly risky.)
Recent retail versions of FSUIPC for FSX provide temperature, wind and pressure smoothing which greatly
enhance the flyability of this aircraft when using Jeppeson weather. Very low presure will force the pilot to fly
altitudes between 70-74K ft. Active Sky 2012 SP1 is the preferred weather source and does not require FSUIPC
for smoothing.
Check for strength and direction of prevailing winds. Typically, in the northern hemisphere, you will have
mostly head winds traveling West and tail winds heading East. I add 1000 lbs when going West and subtract
1000 from the estimate going East. The exception would be flights more N/S than E/W where I don't modify the
estimate.
80,000ft should be used for flights East and 79,000 for west. Although the model supports flights up to 85K ft
(normal limit is 82K ft) with pure Jeppeson-only weather source, unstable weather over coastal transition
boundaries (300 - 500 miles from land crossing over large bodies of water) may cause highly unstable flight.
Engine power is reduced by periods of extreme off axis air flow. The payware version of FSUIPC has a wind
smoothing feature which helps reduce rapid wind axis changes.
Active Sky also solves this problem.
Weatherset: A useful tool for checking the quality of the weather generation is a free program which comes
packaged with FSUIPC called Weatherset. FS2004 and FSX users should use Weatherset2. This program
displays all the weather data being sent to FSUIPC by the weather program in a numerical display (rather than
the FS weather dialog tabbed graphical display.) This lets you see all the current weather settings at a glance
without scrolling or tabbing.
Another useful tool comes with the online multiplayer connection program FSINN. Along with a large package
of tools in the main FS menu is the "Pressure" indicator. This places a current pressure display in the sim so you
can see what the current pressure is at all times without switching to the desktop. As you get more experienced,
you will come to expect certain IAS readings at certain altitudes.
This panel has a special enhancement to the Altimeter to display relative pressure changes.
Higher or lower than normal air speeds at Mach 3.2 are an indication you are flying in unusually low or high
pressure. The Altimeter has a special enhancement which shows simply at a glance if the pressure is changing
and whether it's normal, high or low. This can help the pilot take pro-active measures to reduce the effects of
pressure changes.
FSUIPCThe following settings in the WINDS section of FSUIPC are necessary to smooth the wind for Mach speed
flight. If you are using the free version, you cannot set this resulting in less than satisfying weather conditions in
all aircraft:
CHECK "Smooth Changes"
Knots or degrees/second = 0
OR for this many seconds for each 1 degree = 2
After weather clear delay smoothing by seconds = 0
CHECK "smooth only when airborne."
Active Sky-

Without FSIUPC, Active Sky 2012 SP1 users will get the best wind smoothing in DWC mode with rate of
change slider set to zero. When using Active Sky AND FSUIPC, set all FSUIPC weather features to off. Further
AS configurations are detailed near the top of the document.
NOTE on PRESSURE: In practice, pressures during M3+ flight OVER 1024.4mb (30.25Hg) or UNDER
997.3mb (29.45Hg) are problematic. You can expect to have to climb very high (90K+) to obtain M3 or
descend very low (72K ft and under Mach 3) to avoid stall near these pressures. Avoid IAS over 500 or under
380 at cruise. I cannot stress enough that the most maintenance-free flights will have cruise speeds near
410KIAS/360KEAS (the middle of the model's stability range.)
END WEATHER PREP. PRE-START PREPARATION CONTINUES...
PRESET THE AUTOPILOT to have AutoThrottle ENABLED, set initial altitude (usually 10,000 AGL to
28,000) 255 knots IAS on AP bug (for low alt restriction) and 4500 ft/min climb rate. When using normal
unrestricted climb, set initial alt to 28K ft and AT IAS bug to 450 KIAS. This will hold close to 400 IAS (350
KEAS.)
Alternatively, use the KEAS HOLD in the Refuel section (prefered) to hold climb and decent speeds.
Switch NavGPS switch to GPS (note: GPS mode disables ILS approach so you need to toggle the switch back
to NAV during automated ILS approach.)
END PRE-START PREP
o Start-up: If necessary, activate the fuel pumps with control-shift-F4 or the fuel pump valves in the fuel panel.
on the left of the main panel, click and HOLD each engine start button until ignition (apprx 22% RPM.)
Alternatively, activate the autostart sequence with shift-e. The Chevy V8s will spool up loudly. Once the engine
ignites, the TEB counter will lower by one (starts at 16) to indicate one shot of Triethylborane was used to start
the engine.
o Taxi:
Move all control surfaces and visually verify correct operation. When engines have stabilized, start taxi not
exceeding 20 knots ground speed. Avoid rough ground so as not to damage the gear or debris intake damaging
the engines.
Frequent breaking will be necessary due to high engine idle RPM.
Warm surface temps and frequent breaking will activate the yellow "TIRE" warning.
o Position and Run-Up:
-Position on the runway into the wind, set the breaks and bring up the autopilot.
-Inspect all gauges and switches for correct position for take off. -Place the DERICH switch in the up (enabled)
position.
Wait for yellow TIRE warning to extinguish.
-Activate Pitot Heat and also De-Ice if you are passing through freezing clouds on the way up.
-Check Roll, Pitch and Yaw trims for zero position. Operate pitch roll and yaw stick controls and observe they
all move to maximum positions (100%) and return to zero.
-Tap the numpad-5 key (with numpad off) to center your control inputs.
-With breaks set, smoothly advance the engines to full military (80% green) for correct operation. IGV lights
should illuminate. Return throttle to idle. IGV lights should go out.
-Set decision altitude bug to 350 ft on the radar altimiter.
-Test proper IAS hold operation by briefly clicking on the IAS hold in the AP. The bug should stay where you
placed it. If it moves, reset it. Next time you activate it, it will not move. Set throttle back to idle.
-Double check everything.

o Take-off:
KIAS vs KEAS:
Equivalent Air Speed is used for high speed flight. You will see KIAS (Indicated Airpseed) or KEAS used in
specifications and procedures depending on documentation available or whether the flight mode is subsonic or
supersonic.
Set the AP AT IAS bug to 255 KIAS for restriction or 464 KIAS (to obtain an initial 400 KEAS) non-restricted
climb. Preset your desired initial climb rate. This is typically between 7000 and 10,000 ft per min. (The default
is 1000.)
-Smoothly advance the throttle to 80% (full military.)
-Release the breaks and engage the Afterburner (shift-F4.) Throttle position numbers will change from green to
white and the TEB counter will drop another number to ignite the ABs.
-Activate full take-off power (TO/GA) by tapping the key combo Shift-Alt-G or click on the left throttle
position number next to the top of the throttle (the numbers will change to orange or dissapear.) Using this
feature will help prevent over speed on the engines.
-Passing 156 knots (speed check) you should be over half way through your roll distance. Be prepared to pull
the throttle back soon to avoid EGT limits in hot weather or conform to any area speed restriction which might
be in place. If your climb is unrestricted, keep the throttle in TO/GA mode through the initial climb.
Observe EGT temperature and do not advance throttle beyond 850C unless absolutely necessary. 900C can only
be used for 2 minutes maximum and 950C has a 15 second limit. Normally, the de-rich system will prevent
exceeding 960C on take off.
Note: At standard temperatures (50-60 degrees F) full throttle will rarely exceed 850C EGT.
Note: Very warm surface temps will limit climb rate.
Crossing 156 knots Indicated during roll, reduce throttle to apprx 85% to prevent over-shooting terminal area
speed restriction of 250 KIAS when in ATC control. Otherwise, when non-restricted stay in TOGA mode.
-At full weight (66K lbs fuel) rotate the nose steadily at apprx 205 KIAS to 10 degree pitch and hold until liftoff into a 2000 ft/min climb (strong down pressure will be required to prevent nose up.)
-When using 45K lbs fuel (Normal loading) use 180 KIAS rotation speed.
-On positive climb raise gear immediately. Gear will break above 300 KEAS/330 KIAS. Retain AB through
climb.
-Engage AP (Z) and tap Contrl-T to temporarily hold climb profile @ 1,500 - 2000 ft/min and click IAS speed
hold 255 KIAS in the autopilot (when flying in restricted space.) Closing on 250 KIAS (restricted) disengage
AB and click ALT hold in the autopilot with the mouse. This will happen very quickly!!! The 255 bug setting
you set earlier will hold close to the 250 KIAS in restricted space.
-Tap Cntrl-H to hold current heading.
-Unrestricted, you must first obtain an initial airspeed of 300+ KIAS while at a low climb rate. Continue to
climb on TO/GA and set best climb rate to hold as close to 400 KIAS as possible transitioning to IAS speed
hold of 465 KIAS when the speed nears 400 KIAS (350 KEAS.)
Note: Clicking the speed hold with the mouse has a different effect than using the key combo Control-R.
When using the keys, the AT will be set to the CURRENT air speed of the plane. The mouse will set the AT to
the TARGET speed set in the AP bug control.
At this point the plane will be under stable autopilot control in trimmed flight. Resticted: As the speed reaches
250KIAS increase normal climb to 3500 ft.min.
Unrestricted: Max climb off the runway with gear up can initially be as high as 10,000 ft/min on full throttle/AB
after passing 300 KIAS. Sustainable climb using 7000 ft/min is possible up to 24K ft in normal temperature
conditions.
o Terminal maneuvers:

Use ATC instructions or bring up the navigation aids (GPS etc) and navigate to intercept the 1st flight plan
waypoint. Observe the 250KIAS speed restriction when flying near controlled airspace. Engage autopilot NAV
mode to start GPS flight plan control. External control programs require staying in HDG mode.
-Engage Yaw Damper (Surface Limiter) above 330 knots Indicated (LIMITER in the annunciator.)
-Crossing 18K ft, reset altimeter to 29.92. Crossing Mach .85 set Mach Hold 0.90 for cruise to tanker circuit.
Otherwise, hold M.9 for your cruise-climb to unrestricted Mach climb area.
On long flights where fuel top-off is necessary, intercept the tanker altitude @ 28 - 35Kft.
Older tankers require 25K - 30K feet. In turbulence, use 350 KEAS for the sub-mach climb, otherwise, use
400KIAS. New tankers modified for the SR71 can use 34K - 35K ft.
Note1: 35,000ft and 350KIAS is the highest and fastest the plane can fly and still remain sub-mach (apprx
M.97) 28,000ft and 400 KIAS is more typical providing M.95.
Note2: Max turbulent speed is 350KEAS so only use 400 KEAS in calm conditions.
o Refueling:
Intercept the tanker between 280 and 305 KIAS or Mach 0.85 (whichever is slower.) Under current model
configuration, fuel top-off is typically filling ALL available tanks. When refueling with take off COG at 22%, a
COG over 24% will result in a warning. The warning will clear as soon as speed in the climb over Mach .9 is
obtained. Using the supplied refuel gauge, enable the RDY/DISC button so "0000" is displayed on both top and
bottom rows of numbers and click the "Air Refuel" switch.
The rate is @6500 lbs/min, all tanks simul-filled 5-10 minutes at 56-70 psi. The refueling gauge operation is
also discussed in the Special Gauges section above.
At typical tanking speed of @280 - 300KIAS, and full fuel, the pitch attitude will be around 5+ degrees.
Marginal military power at high pitch can be compensated by enabling AB on one engine and using differential
engine control to compensate for yaw.
Dipsy Doodle (modified for FS9):
This is the most common technique used to accelerate into the mach climb after refueling to a heavy condition
which helps to transition through the high drag of mach 1 at low pitch. After refueling, set AT hold for speed
Mach .9, engage AB (or remaining AB if one side already enabled) and set climb rate to 2000 ft/min.
Between 30K-32K ft increase ATspeed bug to Mach 0.95. Passing M0.95 and 33K ft set AT bug initially for
524 (for 450 KEAS climb) or 464 (for 400 KEAS climb) and start a -1500 to -2500 descent through Mach 1.15.
Passing 320 to 340 KEAS (on the triple gauge) slowly increase climb to +2000 fpm or more. Continue climb
adjusting Autothrottle IAS bug by 2 knots at a time to hold 400 or 450KEAS on the climb until reaching M3.0
at 70K ft.
The "Dipsy Doodle" is designed to transition through high pitch drag around M1.05 - M1.15 as quickly as
possible after refueling to a "heavy" jet.
o Mach Climb:
There are two common climb speeds "schedules" used:
450 KEAS which is the "normal" high performance climb into a high risk area after tanking. Fuel burn rates are
fairly high reaching 40-44K lbs/hr at Mach 3. On a 1.5 hour flight, around 2000 lbs more fuel will be used than
the 400 EAS schedule. This profile gets you over the target area at high speed, but low altitude again soon for
re-tanking. Climb discussions in most books about the SR mention this profile as it's commonly used for
incursions close to enemy recon targets.
400 KEAS is used when longer range is needed between refueling. Mach 3 fuel rate is closer to 38K lbs/hr. This
profile gets your plane higher sooner, but establishes cruise at a lower initial speed. The world record flights
between Beale and Farnborough used a profile similar to the 400 KEAS schedule.
When flying light (45K lbs fuel or less) and refueling is not used, it's possible to start the climb without the
Dipsey Doodle. Starting from level at Mach .95, advance the AB and set the AT bug to 460 (to obtain 400

KEAS) or 520 (to obtain 450 KEAS) and ease into the desired climb rate starting shallow passing 380 KEAS or
420 respectively. As in the Dipsy Doodle climb, the initial climb target is 70K feet at Mach 3.0.
MACH MODE:
NOTE: FS9 does not show the whole digit mach number when the speed is over Mach 1.
At Mach 3.0 it will indicate 00.
At apprx Mach 2.80 to Mach 2.85 switch autopilot to MACH. Observe these two things:
1) The speed hold bug in the airspeed gauge should be near the actual speed indication on the gauge.
2) The mach bug indication in the AP should read between .00 and .30 while the air speed gauge indicates near
Mach 3 or more.
AP/AT Mach adjust Procedure:
Switch back and forth between IAS and Mach mode and increase-decrease IAS bug numbers until the mach
indication reads 3.01+ (typically while crossing Mach 2.85 on the IAS gauge. This will hold Mach 3.01+. Use
the same procedure to change Mach speed. Switch back and forth between IAS and MACH and change the bug
while in IAS mode, switching to Mach mode to test your result.
Note1: It is POSSIBLE to switch to mach mode too long after transitioning to mach 3 so when switching the
indication hold is actually mach 4 or 5. If the difference between the speed hold bug on the airspeed gauge and
the actual indicated airspeed is large, this might indicate you have accidentally advanced to the next mach range
on the AT Mach bug. This will cause an over-speed condition eventually. Lower the IAS bug until you jump to
the proper mach range. This can be challenging during radical weather pressure changes.
Note2: I find it easiest to keep the mouse over the autopilot speed numbers and use cntrl-R and cntrl-M to
switch back and forth between IAS and Mach modes while refining the setting using the mouse.
Mote: in FSX and provided AP, this techniques doesn't work.
At high fuel loads and 450 KEAS climb speed, climb rate is slowly decreased as follows:
Note: These are guides. Actual operation may vary depending on weight and weather conditions.
60Kft = 1500 ft/min
70Kft = 1200 ft/min
75K ft = 1000 ft/min
78K ft = 700 ft/min
Within 2K feet of target = 500 ft/min
Alternatively for more fuel savings, use the Concorde style "Cruise Climb" at 100ft/min above 60K ft. You
should cross 70K ft at Mach 3.0. The 400 KEAS climb profile can use more aggressive climb rates than the 450
KEAS profile. Cruise Climb can also help getting through rough weather areas where a slow increase in speed
and altitude is much better tolerated than blasting up to target altitude and speed and trying to hold it.
Note: FS9 setting for max climb in Auto-Throttle is to set 530 IAS, then engaging KEAS Hold crossing 450
KEAS.
While in turbulence, Mach Climb will use 350 KEAS.
High Speed Climb:
1) Set required altitude in AP.
2) Set 530 KIAS in the AP bug to capture initial speed of 450 KEAS on the triple gauge for the 450 KEAS
profile. Engage KEAS Hold as you cross the desired profile speed
3) 2000 ft/min when good climb speed is obtained. Can use 3000 at low weights and short distances.
4) Beale to Farnbourough world record flight for instance uses 400 KEAS and 3500ft/min initially for the Mach
3+ cruise legs.
5) Engage After-Burner (note: AB will stay engaged throughout flight until descent.)

COG:
At take-off the plane is fairly evenly balanced. Too high COG at take off makes it possible to have a tail strike
from rapid rotation. During flight the #1 tank fuel burns off 1st- slowly moving the COG rearward for mach
cruise. During approach and landing, normal fuel attrition and automatic tank switching will result in COG
which is in the typical range for landing (unless the pilot has used unusual fuel loading.)

As you approach Mach 3.0 at 72K ft, engage Mach hold to M 3.0. Continue shallow climb and watch fuel flow.
As it drops below 20K lbs/engine, slowly advance Mach hold to stay under 20K lbs/hr until desired speed is
reached.
Cruise Climb:
Nearing 60Kft. reduce climb in a profile called "cruise climb" to around 100ft/min up to the target altitude. It's
not unusual to have to change altitude in small increments once reaching target altitude to optimize the flight for
weather conditions. Crossing Mach 3.0 fuel rate will typically reach 40K - 44K lbs/hr. As you reach M 3.2,
rates may drop to 36K-38K lbs/hr or less. Above M3.2 fuel rate will increase again. Occasional extreme
changes in weather server data may cause extremely high or low fuel rates.

----------------------- WARNINGS FAILURES AND PROCEDURES: ----------------------!!!! PITCH WARNING !!!!

Avoid pitches in the AI display over 5 degrees. At apprx 5.5 degrees stall is imminent above Mach 3.
WARNING!!!: DO NOT ALLOW PITCH on the Attitude Indicator to drop below zero above Mach 2.
Temperatures warmer than -58 deg C and over 72K ft are marginal operation. Climb to cooler temperatures or
hold present altitude, or descend to maintain pitch under 5 degrees.
Structural failure will occur @ 520 KIAS.
Static Temperatures of -75 C or lower will reduce engine output to less than max rated power.
Deep Stall will begin above 60K ft and slower than 310 KIAS. It starts as a "twitchy" altitude hold where it
appears the AP has trouble holding the altitude and the needle always sits just below the set altitude. I strongly
advise not flying under 380 KIAS at or over M3.0. You also risk Unstarts and compressor stalls the closer to
300 KIAS you get.
AERODYNAMIC STALL PROCEDURE:
- Reduce climb rate, level off, or descend as conditions require. Maintain highest safe mach. Do not exceed
M3.45. When pitch attitude drops to stable condition, maintain profile (no matter how long it takes) until a
typical pitch of .1 to 4.8 degrees is obtained. Only then can climb be re-engaged.
Note: Sometimes conditions combine to limit engine power AND provide excessive pitch. This will seem like a
no-win as the temperature limits the engine so you cannot increase speed and lower the pitch. Descend or
maintain altitude until stable flight is obtained. If the problem is caused by too-warm temps heating up the CIT
and EGT, it's often best to avoid acceleration for a while. This will help the engine cool enough so you can
begin a moderate climb into cooler air.
ENGINE COMPRESSOR STALLS (no unstart lights:)
- Caused by:
1) Excessive AOA during climb (see specs section.) Reduce climb rate, level out, or descend rapidly.
2) Airspeed too low (below 350 KEAS) during descent rates greater than 1500 ft/min. Increase descent until
faster than 350 KEAS.
Restart engine. Tap Shift-Cntrl-F4 if the first auto-start sequence fails. The auto-start sequence will usually try
three times before giving up.

If you continue to have trouble starting engines, check the Fuel Switches on the Fuel and Oxygen Panel.
ENGINE UNSTARTS:
- Caused by improper spike position, decelerating too quickly while above Mach 1.5, or stalling the aircraft
below 300 KIAS while above Mach 3.0.
Place spike in proper position (or return to AUTO [DOWN].) Continue to monitor for correct position during
rapid deceleration. Reduce climb, level out, or descend rapidly (-7000 ft/min or more) to build speed above 350
KEAS.
Wait for auto-restart sequence. If auto-start fails, hold start button on main panel until ignition. Alternatively,
press the key sequence Contrl-E. Historically, engines could not be restarted until descending and decelerating
below Mach 1.7. This limitation is not emulated at this time but may be in the future. Unstarts will not happen
below mach 1.5. but compressor stalls can occur from excessive bank turns at low speed.
If you continue to have trouble starting engines, check the Fuel Switches on the Fuel and Oxygen Panel.
!!!! ENGINE POWER WARNING !!!!
High pitches due to excessive climb rate, severe weather changes, or inattentiveness to power profile may result
in loss of power at max throttle.
Too-high pitch may cause power loss.
Temperatures warmer than -55 degrees C or colder than -75 degrees C may cause power loss.
POWER LOSS PROCEDURE:
Level out or descend gradually until pitch and temperature permit power recovery. Avoid maintaining flight
conditions where The auto-throttle stays at 100% when at mach cruise. In normal mach 3+ cruise engine RPM
is between 85 and 95%.
!!!! Engine Overheat Warning !!!!
If the CIT temps are permitted to hold or exceed 428C continuously for 30 minutes or more, one engine will be
commanded to fail. Each engine has a 50% chance of failure at this temperature. A failed engine cannot be
restarted. The non-failed engine will continue to operate. The rapid reduction in speed and temperature will
prevent damaging heat in the remaining engine. With one engine operating on AB, you will need an initial
descent rate of -3000 ft/min to keep the speed from going below 300 KIAS. When it no longer requires 100%
power on the remaining engine to sustain 300+ knots you can look for the nearest runway with 7000 ft or more
to land. This sustainable power profile should occur around 60K ft and lower. Depending on your fuel load, you
should be able to find a runway up to 250 miles away.
!!!! OVERSPEED WARNING !!!!
Overspeed conditions are very dangerous and you only have seconds to react. When flying near the mach limits
very slight changes in weather can bounce you over the edge without warning. M3.2 normally provides a safe
buffer zone with 100 knots between both overspeeds and stalls. Overspeeds are caused by very high (nontypical) pressure jumps. The best speed is to set the Mach to provide as close to 400 knots as is practical. 450
KEAS climb schedule is the most likely area where overspeed will occur as the IAS is just over 500. The KEAS
hold button has the best capability to prevent overspeed on the climb. When flying using normal procedures and
schedules, overspeeds are very unlikely.
OVER-SPEED PROCEDURE:
Disengage AB. Turning off reheat is the fastest way to react to overspeed but will cost you a TEB hit to restart.
The result is a large power loss which helps slow down faster. If you don't want to use up TEB, a large manual
pull back of the throttle will be necessary. If AB disengage is not enough, Disengage AT (shift-r) and idle the
throttle. Avoid descent. Maintain altitude or climb will help prevent acceleration and increase your overspeed
margin. Upon slowing to safe speed (do not slow below M 2.8) re-engage AB and/or AT (shift-r). Careful
attention to the spike position will be necessary with large speed changes.
!!!! Electrical Power loss and Dead Stick Landing !!!!

Dead stick landing after the loss of two engines has been simulated as well as loss of generator power to the
battery. Many successful dead stick landings have been made from 70K ft and up to 200 miles from a runway
during testing. Longer distances are possible.
If the load on the battery is reduced to only necessary items, the battery will support the flight through landing.
If the battery fails, vital navigation equipment will remain functional:
Airspeed
Attitude
Altimeter
Vertical Speed
Radar Altimeter
------------------- END WARNINGS FAILURES AND PROCEDURES ------------------Engine Spike:
This model is automatically controlled above Mach 1.6 and provides @ 1+% N1 improvement in efficiency at
full retract (full flap deploy) into the engine. These are the settings should you descide to use the spike mode
knobs in the Manual switch position (knobs facing right):
Subsonic to Mach 1.7 = retracted-spike fully extended (F5)
Mach 1.7 to Mach 2.2 = position 1 (1 tap F7) (25%)
Mach 2.2 to Mach 2.7 = position 2 (1 tap F7) (50%)
Mach 2.7 to Mach 3.2 = position 3 (1 tap F7) (75%)
Mach 3.2 = position 4 (1 tap F7 or F8 full engine retraction-flaps deploy) (100%)
NOTE: At speeds of Mach 1.6 or above, leaving the spike out of configuration for an extended time will cause
temporary loss of the afterburner and of engine, requiring each to be restarted which costs two shots of TEB.
Cruise:
After switching the AP AT bug to Mach Hold at Mach 3.0, monitor the engine fuel rate. As the rate drops below
20K lbs/engine, slowly advance the mach hold to obtain the desired cruise speed for the remainder of the flight.
Ideal fuel rates should be near 18K lbs/hr per engine. Be prepared to alter the cruise speed and altitude if
changes in weather cause the plane to fly near the documented limits of 558 KIAS max or slower than 310
KEAS and/or max 427C intake temperature. You also want to avoid excessive fuel rates which might prevent
you from getting the range you need for the mission.
There has been much discussion and speculation about the top speed capability. My opinion as to why we don't
yet know the official top speed is because no one inside the program knows. Pilots flew the plane according to
strict procedures controlled by the training or mission parameters which dictated fuel rates and altitudes to
obtain maximum range between re-fueling assets and turn rates to prevent border or threat area incursions. The
few times pilots got to push performance were in official speed record tests where clearly the plane was not
being flown to its limits. Other high speed incidents occurred during missions where unexpected things
happened. In some cases damage or loss resulted. In terms of raw specifications, the airframe clearly surpassed
the design specification of Mach 3.33 or 500 KIAS. In reality, the limitation was not the power of the engine,
but the danger of thermal damage beyond the intake temperature of 427C. The plane was never purposely flown
above this limit. The limits set in this model provide a generous margin when operated in typical real-world
flight profiles and weather.
Ideal Cruise Summary:

As close to 400 KIAS/360 KEAS as possible. Above 80K ft, lower airspeed is normal.
Avoce 310 KEAS
CIT below 427C
EGT below 830C
Fuel rates close to 18K lbs/engine (180 on readout)

Pitch below + 6
Pitch trim between 0 and -3

This is the most stable and low-maintenance stage of the flight.

Unless a weather condition causes one of the anomalies above, no action is necessary.
Your task is to manage speed and altitude to keep the pitch bug on the Artificial Horizon between the level and
+5 indications. You will monitor the intake spike for proper movement. If fuel loading procedures were
followed carefully, the fuel balance and attrition system will maintain controlled flight and balance within
operational limits without intervention. The auto system will most closely track ideal when fueled to the
medium range profile of 66K lbs on the ground.
Panel warnings will activate if COG or speed is out of limits for the flight profile. You can correct small
imbalances with the fuel pump switch in the fuel panel.
Above Mach 3, a green annunciator panel indication will light showing the ideal COG range for the current
weight. Ideal pitch trim for best fuel efficiency will be between zero and minus 3. Positive trim is normal early
in the cruise at high fuel loads. Speeds of Mach 3.18+ where spike is fully retracked is best efficiency.
Keep this in mind:
- Higher, colder air provides higher mach indications and more fuel efficiency at a cost of reduced total engine
power. Stalls are more likely.
- Lower, warmer air uses more fuel and heats the engine and surfaces. Over-speeds are more likely.
o Descent:
Note: High mach speeds procedures use KEAS (available in the main panel "Triple" gauge.) rather than IAS.
Descent Profile:
Descents are the most challenging part of flying the SR-71. A lot goes on in a short time and the performance
constraints are tight. The pilot needs to be alert and have all the activities planed out ahead of time.
Note: The angle at which the air enters the engine at supersonic speeds is critical. Notice the engines are
pitched down compared to the airframe so while the airframe is pitched up slightly at cruise, the engines
remain close to on-axis to the air flow. When descending supersonic, there is a limit to how much off axis the
air flow can get without stalling the engines.
The object is to approach the descent point as close to 400 KIAS as possible to make holding 365 KEAS in the
descent as easy as possible. 365 KEAS is used because it keeps the plane well above 350 EAS below which
unstarts are likely.
If you start the descent under 350 KIAS, you risk an unstart, so you must accellerate while at a shallow descent
(no more then -1500 ft/min) until the plane is fast snough to engage EAS Hold safely.
If possible, try to obtain and lock in 365 KEAS hold just before or shortly after starting descent.
The easiest way to do this is when starting the decent and EAS is between 350 and 360, set your descent
altitude target bug to a very low value (10 - 20K ft) and -4500 ft/min descent rate. Immediately, set the IAS
bug to 365. This will give you time while the aircraft slowly accelerates to 365 EAS in the Triple gauge.
As the EAS display in the Triple gauge crosses 365 without blinking, immediately click the KEAS Hold
button on the refuel panel above the Drag Chute Lever. If you miss the first time, increment/decrement the IAS
bug more or less and wait for the display to cross 365 again. Once the hold is activated at the correct speed, set
-5500 on the descent rate. With some practice, this will become easy.
Note: The EAS hold will not hold perfectly, but close enough to take the workload of managing the descent
speed off the pilot. Most importantly, set properly, will prevent the EAS from going below critical 350.
KEAS HOLD WILL NOT WORK IN MACH MODE.
You cam now concentrate on managing the descent rate with two objectives:
1) Crossing various altitude targets at set distances from the landing or refueling target

2) Preventing the engine RPM from spooling below 6100

Note: Static temperatures colder than -69C will cause more difficulty keeping the RPM over 6100
Use the "friendly" descent target chart below and adjust descent rate (typically settings starting around -5500
to -2000 near the end.)
When the aircraft speed is below Mach 1.5 you can relax a bit as unstarts from descent rates are no longer
possible.
Mach 0.90 is the standard cruise speed below Mach 1. Descent angle is typically between 1 degree at the start
to near -7 degrees around Mach 1. AOA gauge should never go below zero degrees. Expect to drop out of AB
near or below Mach 1 in a normal descent profile.
The engine spikes will start to extend soon after decent starts.
If decent rates exceed -6200 ft/min, Cabin PSI will display on the Annunciator. Reduce descent rate or switch
pressure to 10K ft temporarily. 10K cabin pressure will increase H2O usage considerably.
Higher descent rates risk engine RPM falling below 6100 causing compressor stall. KEAS hold has both
minimum and maximum hold values built into it to restrict overspeeds and stalls. The Master Warning light
and RPM readout changing from white, to yelllow, to red indicates the pilot must take action to avoid
minimum RPM stall.

The chart graphic above is converted into more FS friendly table below:
Distance
Altitude Speed
Land/Tanker

395/308

90Kft

M3.2/365 KEAS

325/238

80

M3.2/365 KEAS

282/190

74

M3.2/365 KEAS

264/170

70

365 KEAS

220/116

60

365 KEAS

190/70

50

365 KEAS

163/40

40

400 KIAS

150/00

35

380 KIAS/M0.85
Set desc rate per desc calc gauge with approach target altitude set in AP alt.
Mote: Descentometer supplied with panel is very handy.

Under 150 miles

140/40

25

370 KIAS

(Edited for sr2012Updt1c):

Slowing below Mach 0.90 "CG HI" in yellow could display on the Annunciator. This is an awarness status and
normally does not require action. Fuel Low indicates tanks 2 or 4 are below minimums which is unlikely to
occur in a normal flight with proper ground fuel loading.
At 18K ft, set IAS bug to 340, and 16K ft, set 320 KIAS. At 14k ft AGL, set 280 KIAS. At 12K ft AGL, slow to
250 KIAS by setting IAS bug to initially to 240 then adjust upward to hold 250. Within 30 miles of landing
slow to 220 KIAS minimum turn speed (10K lbs fuel.) Faster if heavier than 10K lbs total fuel.
o Terminal maneuvers and approach:

At light weight and slow, the model turns and changes speed rapidly. The pilot manual describes the sub-sonic
handling as "adequate" and interviews with crew describe it this way in "SR-71 In Action":
"Subsonic, it feels like a big, heavy airplane, and you have to horse the stick around a bit to get the airplane to
move."
Final approach should use speeds as suggested by weight and approach chart near the top of this document.
Typical terminal speed for base turns is 220 KIAS minimum.)
Normal landing weight is 10K lbs and base turn should be made @16 miles (manual control) to 20 miles
(AP/APP mode) and 220 KIAS. Higher fuel loads and or turbulence require higher speed.
When lined up reduce speed to 175 KIAS.
At max weight, decel to threshold speed should be made at least 9 miles out. 10K lbs fuel can decelerate in
@7.5 miles. Threshold AOA is 9.5 degrees. Pitch is 10 degrees (not to exceed 14.)
Use shift-enter(FS9) Cntrol-Q(FSX) key sequence to lower the view to see the runway.
shift-backspace(FS9) Control-shift-Q(FSX) to pitch up or SPACE key(FS9) to recenter view to default.

Note: Many pilots remap the FSX shift-num-0 back to FS9's spacebar.
The Approach Auto-pilot will hold a steady glideslope with fuel weights up to 22,000 lbs down to around 600
feet.
Observe the AOA gauge to keep the threshold attitude under 10 degrees.
- Upon GS capture (when using AP APP mode) lower the gear passing - 5 ft/minute.
- Arm drag chute if there is little or no crosswind. An armed chute is indicated by the lever center changing
from black to orange. If there is significant crosswind, operate the chute manually after the front wheels touch
down.
- Between 500ft and 600ft take manual control (z key) of pitch, roll, and yaw while targeting the threshold with
between 700-1000 ft/min descent.
- At apprx 150ft AGL flare to obtain minus 50ft/min or less and reduce throttle to idle at 10 ft after the key
sequence control-r (to disengage AT control.)
On touchdown, chute will deploy on wheel contact WITH THROTTLE IDLE and AUTO-DEPLOY
ENABLED.
Use stick back pressure when the nose begins to drop to front gear contact at 100 knots. On cross wind landing,
deploy the chute manually after front wheel contact.
-Begin gradual breaking @65 knots ground speed. Anti Skid will prevent full breaking until speed passes below
12 knots. Expect siginificant breaking reduction on rain, ice and snow.
- Around 30 knots jettison drag chute (/) or increase engine speed slightly for a few moments. Increasing speed
resets the auto-spoiler logic.
- Taxi to parking not exceeding 20 knots ground speed. Shut down engines using contrl-shift-F1, reducing
throttle(s) below zero, or fuel panel switches.
Note: The high RPM of the engines may result in nearly constant breaking at low weight typical at landing. If
breaking is a problem, one engine can be shut down. However, this causes a lot of steering to compensate for
the induced yaw. It's a trade off.
Real world tanker descent (assumes M3.2 80Kft):
If slower than 422 KIAS, use Mach hold on initial descent. Otherwise use 422 KIAS.
-Start descent 325 miles from runway. Tanker is expected 100 miles this side of runway.
-Set descent alt (target) in AP for 29K ft.
-Gradually set initial dec rate to 4500.
-Crossing -2500 ft/min on VSI disengage AB.
-As air speed in mach hold approaches 425,
set 375 in the AT bug and adjust as needed to hold 420 - 425 until 40K ft. Use SPEED Warning gauge to help
you keep it in check. -Observe dec calc and adjust dec rate so calc and target runway distance match crossing
70K ft.
- At 70K ftset AP alt for 7000ft. Keep watch on the speed and adjust dec rate to keep the calc reading near or
just over the distance to runway. Try to cross 50K ft with 180 miles to go.
- At 50K ft set target alt on the AP for 4,000ft. Adjust dec rate to cross 30K ft 150 miles from runway. Target
crossing 40K at 163 miles. You should be - 6000 to -7000 ft./min by now.
- At 40K ft, set AT bug to obtain 400 KIAS and target crossing 30K by 150 miles.
- At 30K target crossing 25K by 140 miles. Set AT to obtain 370 KIAS.
- Within 100 miles of runway, adjust dec rate so calc display is 20 miles lower than distance to runway.
Maintain this difference for remainder of approach to runway.
- At 30K ft, set AT bug to obtain 370 KIAS.
--- If using tanker, start rendezvous operations. ---- At 25K ft, set target alt to runway approach altitude.
- @50 miles from runway and/or 14K ft, set AT bug
to obtain 300 KIAS crossing 12K ft.
- At 12K ft, set AT bug to obtain 250 KIAS by 10K ft.

- by 30 miles from runway, be slowed to 220 KIAS minimum maneuvering speed.

PROCEDURE SECTION COMPLETE

For those interested, a more complete explanation of the Fuel Balancing System:
When the standard loads of 45K, 55K, and 65K lbs fuel are used, the resulting CG should be between 20% and
22% while on the ground. By the end of taxi, CG around +-21% is normal.
There are two modes of CG control: Passive and Active.
Passive:
The position, quantity, and tank selection by normal FS attrition contributes largely to CG during climb and
early cruise. Passive mode is indicated by zeros in the TGT: display and by the xFeed Open lamp lit bright in
the Fuel Annunciator. If the pilot clicks on the xFeed Open lamp, the Auto CG system will be disabled. Note:
There is no indication the CG system has been disabled if clicked on while already lit. If the lamp stays lit, the
system was already in Passive Attrition mode and will now stay that way unless clicked again. It is not a good
idea to click on this lamp unless necessary.
Active:
There are two active modes: Tank Selection and Tank Pumping.
Active is used largely to maintain high speed cruise CG, descent and landing CG. When in Active Mode, the
xFeed Open lamp in the Fuel annunciator will not be lit and there will be a CG number displayed in the Fuel
Panel "TGT:".
When the CG error is low but a correction necessary, individual tanks are selected which affect the balance in
the desired direction. If the error grows beyond a certain limit (which could happen if the tank switching does
not affect the CG fast enough) tanks 2 and 4 (centers) will pump fore and aft until the error is within tank
selection or passive system effectiveness. Active pumping is indicated by the green lamps lit bright in on the
Fuel Panel Pump switch. If these two tanks are full or near empty, the active pump is suppressed, but the active
switching continues. Below 8000 pouds total fuel, all active correction is suppressed and passive only is in
effect. Active mode is indicated by a target CG number in the "TGT:" display and the Fuel Annunciator xFeed
Open not lit (unless the pilot clicked to over-ride.) The TGT percent is the CG the Active mode is trying to
enforce an upper or lower limit on.
During the climb, tanks 1 and 4 deplete together providing a slow CG transfer to rear. At heavy weights, the
rear tank 6 engages to prevent excessive rear CG for the weight. As speed increases above mach 3.05 and below
120K lbs gross weight, the CG will gradually move rearward based on speed to the maximum of 24.97%. If the
pilot attemps to intervene for CG greater than 25%, the tank 6 will again engage to attempt to prevent this.
Active pumping will engage if active switching is ineffective.
When tank 1 is empty, tank 2 will take over maintaining rear CG until it reaches the minimum of ~5400 lbs.
This is just enough weight to provide some pilot intervention when landing near or below 10,000 lbs fuel
weight. Your flight plan should always allow for landing as close to 10,000 lbs fuel as possible.
Below 30,000 lbs total fuel weight, CG is gradually lowered in favor of setting up descent and landing. Below
30K lbs fuel the influence on balance error is much reduced and the Annunciator no longer displays the
suggested CG hint. This is not a problem.
As the aircraft approaches the terminal area and 21.5% CG, the remaining tank levels will work together to hold
this CG as long as possible. Active CG control may not work well or at all with fuel levels under 8,000 lbs.
Keep in mind 21.5% is the ideal CG for a 10,000 lbs fuel landing, so low CG and under 10K lbs fuel is not a big
problem. It's quite easy to perform a good landing below this weight when proper AOA and speeds are used.
The closer to 10,000 lbs fuel, the less the pilot has to be concerned with fuel balance maintenance and the
landing is the easiest. Heavier weight also makes stopping a little easier.
Note: If the tanks are unbalanced left and right automated CG errors would occur. To prevent this, crossfeed is

on for all tanks in passive mode, meaning there is no Left and Right engine isolation.
Passive mode is also engaged in an engine stall or unstart where the crossfeed will minimize L and R inbalance
while only one engine is operating.

Some interesting facts:

The SR is composed of Titanium and Composite (plastic) materials. The landing gear is the largest piece of
titanium ever forged in the world. The United States did not have enough Titanium to build the fleet and
ironically, we bought the needed Titanium from Russia.
50 Blackbird airframes of various designations were built. The nose section can be removed and swapped with
various configurations in radar and sensors and different shapes to the nose.
The A-12s were never called "blackbirds" and were referred to by their program name "CYGNUS" or "CYG".
The SR-71's fly at 33+ miles per minute (1,980 MPH/1,722+ knts) or 3,000 feet per second, faster than a 30-06
bullet.
Each SR-71 cost 33 million to build and $1 million/mission to launch.
At Mach 3.0 the air flowing into the engine intake has to slow down to Mach .6 to prevent compressor stall.
This is the equivalent of slowing from 2100 MPH to 600 MPH in 20 feet.
Aircraft skin temperature can reach 800+ deg F.
Refueling was not performed primarily because of high fuel loss from leakage, but to have a larger performance
margin on take off in case of an engine flameout. At full fuel load above 35 ft, the minimum dyamic control
speed with one engine on full military power is over 280 knots indicated!
Sonic Boom transmission time 75K ft: 1 min, 20 sec.
AB in Flight:

Full AB thrust test stand exhaust flame apprx 30ft

long
producing 311 deg F temp and 150 knot winds
100 yards behind the engine.
Another jet engine is used to push hot, super
sonic air into the intake. These shots were taken
after closing the SR-71 program while burning
off the last of the stored fuel.

The cameras can photograph a golf ball on the green from 80,000 feet. They can survey 110,000 square miles of
the Earth's surface per hour.
Ben Rich of Lockheed announced that the SR-71 had over 1,000 missile launches against it, but none
successful. In 1981 a confirmed missle launch of two SA-2 missiles on an SR-71 occured near the Korean
DMZ.
Pilots in a pressure suit can lose up to 5 pounds in a four hour flight.
Because of the sleek "hooded" appearance of the Blackbird caused by the chine, the Okinawans claimed it
looked like a Habu cobra snake. Thus the nickname.
Apparently it's not normally aggressive to humans but has a nasty bite.
SR-71 Crew members are also called "Habus."
RODN is famous for the "Habu Hill" where friends, familly and local fanatics would gather
to watch and photograph a take off. Pilots would rate each other on how large a crowd they
could attract.

The SR-71 flew for 17 straight years (1972-1989) without a loss of plane or crew. Of the 50 variants produced,
19 crashed with no loss of US Air Force crew.
One crew was lost launching a drone in an M-21. The recon officer drowned in his chute on landing in water.
Another accident related to right engine unstart during turn at cruise causing a breakup and loss of the RSO
during a Lockheed test flight.
The Seattle Museum of Flight in addition to the drone-mounted M-21 has the nose of a
crashed SR71 on landing at Kadena when the front gear collapsed in a storm.
The rest of the plane burned, RSO ejected and pilot rode it out until it stopped.
Visitors can sit in this cockpit.
478 total people have flown the Blackbirds. More people have climbed to the top of Mount Everest.
29 October 1964: SR-71 prototype (#61-7950) delivered to Palmdale.
22 December 1964: First flight of the SR-71 with Lockheed test pilot Bob Gilliland at AF Plant #42.
5 February 1968: Lockheed ordered to destroy A-12, YF-12, and SR-71 tooling.
21 March 1968: First SR-71 (#61-7976) operational mission flown from Kadena Airbase over Vietnam.
Sept 1, 1974: Beale to Farnborough World record flight.
Sept 13, 1974: Mildenhall to Beale World record flight.
15 January 1982: SR-71B #61-7956 flies its 1,000th sortie.
22 November 1989: Air Force SR-71 program officially terminated.
21 January 1990: Last SR-71 (#61-7962) left Kadena AB.
March 6, 1990: Last official Flight Palmdale to Dulles setting new world records delivering to Smithsonian
Museum.
Last flight of a military SR71 into Beale AFB for display: 1997
http://www.wvi.com/%7Esr71webmaster/sract%7E1.htm
NASA used one of its two SR aircraft for research on the LASRE aerospike engine project as late as 1998:
http://www.nasa.gov/centers/dryden/history/pastprojects/SR71/Lasre/index.html
NASA/DRYDEN documents the last flight of the SR71 as 1999:
http://www.nasa.gov/centers/dryden/news/FactSheets/FS-030-DFRC.html
Program Info:(as of Jan 1990) Source: http://www.blackbirds.net/
* Total Flight Hours:...........53,490
* Total Mach 3+ Time:........11,675
* Total Sorties:.....................17,300
* Total Operational Sorties:....3,551
* Total Operational Hours:...11,008
*Total Air Refuelings..........25,862
* Total Crew Members:............284 (includes NASA and USAF Crews checked out in AC)
* Cumulative Hours by Crews:
o 300 Hours.....163
o 600 Hours.......69
o 900 Hours.......18
o 1000 Hours.......8
o 1392.7 Hours.....1
Some historic SR71 bases or refuel/repair/training sites:
EGUN Mildenhall England (main base)
EGUL Lakenheath England (temporary during Mildenhall runway repairs)
RODN Kadena Okinawa Japan (main base)
KBAB Beale Air Force Base Marysville California USA (main base)
KHIF Hill AFB Utah

KEDW Edwards Air Force Base California USA (Dryden)

KPMD Palmdale (Lockheed Martin Skunkworks Palmdale, CA)
KSKA Fairchild AFB Spokane WA USA (training.)
KOFF Offutt AFB Nebraska USA:
One brief landing was during the Sunday Mt. St. Helens eruption.
VTUD Udon Tailand
Utapao Tailand
Note: Most flights out of Palmdale were operated by CIA or Lockheed test pilots
and had differing procedures from the USAF.
KGSB Seymour Johnson AFB North Carolina (1973 Israeli War)
Other:
KNFL Fallon AFB Nevada (one emergency landing)
FJDG Diego Garcia Navy Base (one landing)
Carswell AFB, Texas (KNFW Frt Worth NAS?): One landing. Hydraulic pump failure with ground refueling
from a parked tanker aircraft.
Area 51 "The Farm"
Paul R. Varn pvarn01@aol.com