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https://www.kaskus.co.id/thread/5274f775ffca177339000002/tech-news-lockheed-martin-luncurkan-desain-sr-72-penerus-sr-71
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[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71
Hypersonic Successor to Legendary SR-71 Blackbird Spy Plane Unveiled
BY JASON PAUR11.01.13

[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71

Lockheed Martin’s famed Skunk Works has finally unveiled the long-awaited successor to the SR-71 Blackbird. Aviation Week and Space Technology’s Guy Norris pulled the covers off the project that Lockheed Martin is simply calling the SR-72. The new airplane will be roughly the same size as the record-setting Blackbird, but will be able to fly twice as fast as the jet that still holds the speed records.

The new spy plane will be capable of Mach 6 cruise speeds, making it the first hypersonic aircraft to enter service should it be produced. Only the rocket-powered North American X-15 was able to regularly fly those speeds, and the three examples built were used for research. The SR-71 Blackbird is legendary in aviation circles for its Mach 3 capabilities, and different iterations served as a spy plane for 35 years until its retirement in 1998. It still holds several records, including a flight from Los Angeles to Washington D.C. in 64 minutes, 20 seconds.

The new SR-72 has long been rumored and debated, and is part of the U.S. Air Force’s plan for hypersonic capabilities that will allow fast reaction for gathering intelligence around the world. A Mach 6 airplane fills the gap between current surveillance aircraft that can loiter for long periods of time, but don’t have the ability to transit to a new area quickly. The SR-72 is also expected to have optional strike capabilities, according to Aviation Week.

The key to the new airplane, as it was with the SR-71, will be the engines. Lockheed Martin told Aviation Week the company has been working with Aerojet Rocketdyne to build an air breathing engine that combines both a traditional turbine and a scramjet to deliver the Mach 6 performance.

Normal turbine jet engines have problems operating at speeds beyond Mach 2. The original SR-71 used a complicated system of a movable nose cone on the engine, along with vents that prevented shockwaves from interfering with the flow, and slowed the air down enough so that it could be ingested by the engine. Though “unstarts” were a regular problem for Blackbird pilots, and caused problems throughout the life of the airplane.

The new SR-72 will use a turbine-based combined cycle (TBCC) that will employ the turbine engine at lower speeds, and use a scramjet at higher speeds. A scramjet engine is designed to operate at hypersonic velocities by compressing the air through a carefully designed inlet, but needs to be traveling supersonic before it is practical to begin with. So far research projects from NASA, the Air Force and other Pentagon entities have not been able to solve the problem of transitioning from the subsonic flight regime, through hypersonic flight with a single aircraft.

Lockheed Martin told Aviation Week it has found a way to use existing turbine engines, and by lowering the operating speed of the scramjet, make a transition to hypersonic speeds possible.

The aerospace company says it may have a scaled demonstrator of the SR-72 technology flying by 2023. That airplane would be smaller, about the size of the current F-22 fighter and would be optionally piloted. The SR-72 could enter service by 2030.

http://www.wired.com/autopia/2013/11...-martin-sr-72/

Spoiler for SR-72 vs SR-72:


SR-71 satu aja blom ada yg bisa nandingin...
sekarang udah mau dibuat SR-72 emoticon-Matabelo
FAKTA-FAKTA DIBALIK SR-71

youtube-thumbnail


[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71

Selama tahun 1950-an Perang Dingin diramalkan akan segera terjadi, Amerika Serikat secara aktif merencanakan pembangunan pesawat rahasia yang akan segera menggantikan U-2. Dan munculah SR-71 Blackbird pesawat yang tidak pernah ketinggalan jaman sampai sekarang.

Ketika CIA meminta untuk dibuatkan pesawat pengintai strategis, Lockheed memunculkan ide desain pesawat yang luar biasa radikal. Dengan membuat pesawat yang bisa mencapai kecepatan Mach 3,5 dan memiliki ketinggian terbang yang sangat ekstrim, mendekati batas luar angkasa dan memiliki desain low radar signature sehingga menyulitkan uni soviet untuk mendeteksinya.

Uniknya CIA membuat perusahaan fiktif yang dipakai CIA untuk membeli Titanium dari Uni Sovyet. Sungguh ironis memang, banyak bagian dari tubuh Blackbird terbuat dari titanium, bahan baku yang diambil dari Uni Soviet sendiri.

[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71

Struktur titanium

Sebelum ada pesawat SR-71 Blackbird, titanium hanya digunakan dalam hight temperature exhaust fairing dan bahan-bahan pendukung lainnya. Namun sejak Blackbird tercipta, bagian tubuhnya terdiri dari titanium sebanyak 85% dan sisanya adalah bahan komposit high-end.

Produksi pada tahun 1960-an

Karena pesawat ini harus jadi tepat waktu, banyak teknologi baru harus diciptakan khusus untuk proyek ini, beberapa teknologinya masih digunakan sampai sekarang. Salah satu masalah terbesar yang dihadapi insinyur pada waktu itu adalah ketika bekerja dengan Titanium. Kelly Johnson menjelaskan, "Materi Titanium begitu rapuh bahwa jika Anda menjatuhkan sepotong di lantai maka materi itu akan pecah"

Bor biasa yang digunakan untuk membuat rivet tidak bisa dipakai lagi setelah digunakan untuk me rivet 17 lubang, karena bor tersebut akan hancur. Selama proses pengelasan, digunakan argon shielding gas yang sangat langka dan mahal yang digunakan untuk menghilangkan oksigen dari logam untuk memastikan hasil las dengan kualitas tertinggi

[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71


Terbang Dengan Blackbird

Pilot yang terbang di ketinggian 80.000 kaki (24.000 m) menghadapi dua masalah utama untuk mempertahankan kelangsungan hidup : Menjaga kesadaran pada ketinggian terbang yang sangat tinggi, dan selamat ketika harus menyelamatkan diri menggunakan ejection seat pada diketinggian tersebut. Mayor Brian Shul - penulis Sled, sebuah buku tentang pengalamannya terbang sebagai pilot SR-71 - mengatakan bahwa terbang pada kecepatan mach 3,5 begitu cepat, Anda dapat melewati beberapa negara di Timur Tengah hanya dalam hitungan menit. Pilot juga memerlukan baju penerbangan khusus (Presurized Suits) untuk menghadapi kondisi ekstrim dipenerbangan yang mendekati batas luar angkasa

[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71
[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71

Terbang dengan Kecepatan Mach 3.5++

Pada kecepatan penuh, permukaan pesawat bisa mencapai suhu lebih dari 260° Celcius. Sehingga di dalam kokpit pesawat akan menjadi panas hingga 120°C jika pesawat tidak memiliki sistem pendingin udara yang tepat.

Karena kecepatan udara yang sangat tinggi pada pendaratan, insinyur dipaksa untuk mencari solusi yang tidak konvensional untuk menghentikan pesawat ini. Akibatnya, pesawat harus menggunakan kombinasi parasut dan rem roda untuk memperlambat kecepatannya di landasan.

Setelah pendaratan, ada waktu yang namanya "cool off" periode, ketika awak darat dan pilot diminta untuk menunggu permukaan pesawat mencapai suhu yang aman untuk membuka kaca kokpit.

[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71

Misi rahasia dan Peralatan Intelejen

Sebanyak 3.551 sorti misi diterbangkan untuk memata-matai instalasi militer, gerakan pasukan dan silo nuklir selama perang dingin dengan Uni Soviet. Peralatan mata-mata yang terpasang di pesawat Blackbird memungkinkan untuk melakukan survei 100.000 mil persegi (260.000 km2) per jam permukaan bumi dari ketinggian 80.000 kaki (24.000 m).

Banyak misi untuk terbang di atas negara-negara yang sedang konflik di Timur Tengah, Asia dan sebagian besar Eropa. Karena desain pesawat dibuat pada tahun 1960-an, tidak dimungkinkan untuk memasukkan peralatan komputer kedalam pesawat, karena pada masa itu komputer sangat besar untuk bisa dimasukkan kedalam badan pesawat.

Stealth dan Ancaman Radar

Bentuk yang unik, dikombinasikan dengan bahan yang digunakan untuk melapisi badan pesawat, membuat Blackbird memiliki low signature radar. SR-71 adalah salah satu pesawat pertama didunia yang memiliki kemampuan untuk tetap "tak terlihat" di layar radar.

Sebanyak 12 dari 32 pesawat yang dibuat hancur. Yang penting untuk dicatat adalah bahwa tidak ada satupun Blackbirds yang hancur karena tembakan musuh.

[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71

sumber :
http://iliketowastemytime.com/facts-...sr71-blackbird
Hee jadi pesawat?? kirain jadi rudal emoticon-Bingung (S)

edit: ah sory itu proyeknya boeing, yang ini LM emoticon-Peace
Kok beritanya di bocorin ama LM sih? emoticon-Hammer (S)

Pasti konspitasi wahyudi..
Quote:Original Posted By pecotot
FAKTA-FAKTA DIBALIK SR-71

Sebanyak 12 dari 32 pesawat yang dibuat hancur. Yang penting untuk dicatat adalah bahwa tidak ada satupun Blackbirds yang hancur karena tembakan musuh.



Sorry nubie mau tanya, trus hancurnya karena apaan Om?
Quote:Original Posted By TrimoMesem


Sorry nubie mau tanya, trus hancurnya karena apaan Om?


kebanyakan karena kecelakaan

Quote:
A-12 (60-6926 / 123)
This aircraft was the third A-12 built, the second to fly, and the first to crash. On 24 May 1963, CIA pilot Ken Collins was flying an inertial navigation system test mission. After entering clouds, frozen water fouled the pitot-static boom and prevented correct information from reaching the standby flight instruments and the Triple Display Indicator. The aircraft subsequently entered a stall and control was lost completely followed by the onset of an inverted flat spin. The pilot ejected safely. The wreckage was recovered in two days and persons at the scene were identified and requested to sign secrecy agreements. A cover story for the press described the accident as occurring to an F-105.

A-12 (60-6928 / 125)
This aircraft was lost on 5 January 1967 during a training sortie flown from Groom Lake. Following the onset of a fuel emergency caused by a failing fuel gauge, the aircraft ran out of fuel only minutes before landing. CIA pilot Walter Ray was forced to eject. Unfortunately, during ejection, the man-seat separation sequence malfunctioned and Ray was killed on impact with the ground, still strapped to his seat.

A-12 (60-6929 / 126)
This aircraft was lost on 28 December 1965, seven seconds into a functional check flight (FCF) from Groom Lake performed by CIA pilot Mele Vojvodich. The Stability Augmentation System (SAS) had been incorrectly wired up, and the pilot was unable to control the aircraft 100 feet above the runway. The pilot ejected safely.

A-12 (60-6932 / 129)
This aircraft was lost in the South China Sea on 5 June 1968. CIA pilot, Jack Weeks was flying what was to be the last operational A-12 mission from Kadena AB, Okinawa. The loss was due to an inflight emergency and the pilot did not survive. Once again the official news release identified the lost aircraft as an SR-71 and security was maintained. A few days later the two remaining planes on Okinawa flew to the U.S. and were stored with the remainder of the OXCART (CIA) family.

YF-12A (60-6934 / 1001)
This aircraft, the first YF-12A, was seriously damaged on 14 August 1966 during a landing accident at Edwards AFB. The rear half was later used to build the SR-71C (61-7981) which flew for the first time on 14 March 1969.

YF-12A (60-6936 / 1003)
This aircraft, the third YF-12A, was lost on 24 June 1971 in an accident at Edwards AFB. Lt. Col. Ronald J. "Jack" Layton and systems operator Maj. William A. "Billy" Curtis were approaching the traffic pattern when a fire broke out due to a fuel line fracture caused by metal fatigue. The flames quickly enveloped the right side of the aircraft, and on the base leg both crewmembers ejected.

A-12 (60-6939 / 133)
This aircraft was lost on approach to Groom Lake on 9 July 1964 following a Mach 3 check flight. On approach, the flight controls locked up, and Lockheed test pilot Bill Park was forced to eject at an altitude of 200 feet in a 45 degree bank angle!

M-21 (60-6941 / 135)
This was the second A-12 to be built as an M-21 for launching the D-21 reconnaissance drone. During a flight test on 30 July 1966 for launching the drone, the drone pitched down and struck the M-21, breaking it in half. Pilot Bill Park and Launch Control Officer (LCO) Ray Torick stayed with the plane a short time before ejecting over the Pacific Ocean. Both made safe ejections, but Ray Torick opened his helmet visor by mistake and his suit filled up with water which caused him to drown. This terrible personal and professional loss drove Lockheed's Clarence "Kelly" Johnson to cancel the M-21/D-21 program.

SR-71A (61-7950 / 2001)
The prototype SR-71 was lost on 10 January 1967 at Edwards during an anti-skid braking system evaluation. The main undercarriage tires blew out and the resulting fire in the magnesium wheels spread to the rest of the aircraft as it ran off the end of the runway. Lockheed test pilot Art Peterson survived.

SR-71A (61-7952 / 2003)
This aircraft disintegrated on 25 January 1966 during a high-speed, high-altitude test flight when it developed a severe case of engine unstart. Lockheed test pilot Bill Weaver survived although his ejection seat never left the plane! Reconnaissance System Officer (RSO) Jim Zwayer died in a high-G bailout. The incident occurred near Tucumcari, New Mexico.

SR-71A (61-7953 / 2004)
This aircraft was lost on 18 December 1969 after an in-flight explosion and succeeding high-speed stall. Col. Joe Rogers and RSO Maj. Gary Heidelbaugh ejected safely. The specific cause of the explosion has never be determined. The loss occurred near Shoshone, California.

SR-71A (61-7954 / 2005)
This aircraft crashed on 11 April 1969 under conditions similar to 61-7950. New aluminum wheels and stronger tires with a beefed up compound were retrofitted to all SR-71s because of the crash. Lt. Col. William "Bill" Skliar and his RSO Maj. Noel Warner managed to escape uninjured.

SR-71B (61-7957 / 2007)
This aircraft was the second SR-71B built and only B model to crash. It crashed on approach to Beale AFB on 11 January 1968 when instructor pilot Lt. Col. Robert G. Sowers and his "student" Capt. David E. Fruehauf were forced to eject about seven miles from Beale after all control was lost. The aircraft had suffered a double generator failure followed by a double flameout (caused by fuel cavitations) and impacted upside down in a farmer's field.

SR-71A (61-7965 / 2016)
This aircraft was lost on 25 October 1967 after an INS platform failed, leading to incorrect attitude information being displayed in the cockpit during a night flight. There were no warning lights to alert pilot Maj. Roy L. St. Martin and RSO Capt. John F. Carnochan. In total darkness, with a steep dive and no external visual references available, the crew had little alternative. They were able to eject safely. The loss occurred near Lovelock, Nevada.

SR-71A (61-7966 / 2017)
This aircraft was lost on the evening of 13 April 1967 after it entered a subsonic, high-speed stall. Pilot Capt. Earle M. Boone and RSO Capt. Richard E. "Butch" Sheffield ejected safely. The incident occurred near Las Vegas, New Mexico.

SR-71A (61-7969 / 2020)
This aircraft was lost on 10 May 1970 during an operational mission from Kadena AB, Okinawa against North Vietnam. Shortly after air-refueling, the pilot, Maj. William E. Lawson initiated a normal full power climb. Stretching before him was a solid bank of cloud containing heavy thunderstorm activity which reached above 45,000 feet. Heavy with fuel, the aircraft was unable to maintain a high rate of climb and as it entered turbulence both engines flamed out. The RPM dropped to a level too low for restarting the engines. Lawson and RSO, Maj. Gilbert Martinez ejected safely after the aircraft stalled. The plane crashed near Korat RTAFB, Thailand.

SR-71A (61-7970 / 2021)
This aircraft was lost on 17 June 1970 following a post-tanking collision with the KC-135Q (59-1474) tanker. Lt. Col. Buddy L. Brown and his RSO Maj. Mortimer J. Jarvis ejected safely although the pilot broke both legs. The SR-71 crashed 20 miles east of El Paso, Texas, but the KC-135 limped back to Beale AFB, California with a damaged refueling boom and aft fuselage.

SR-71A (61-7974 / 2025)
This aircraft was lost on 21 April 1989 over the South China Sea and is the last loss of any Blackbird. Pilot Maj. Daniel E. House said the left engine blew up and shrapnel from it hit the right-side hydraulic lines, causing a loss of flight controls. House and RSO Capt. Blair L. Bozek ejected and came down safely in the ocean. They had been able to broadcast their position before abandoning the Blackbird, and rescue forces were immediately on the way. However, the crew was rescued by native fisherman.

SR-71A (61-7977 / 2028)
This aircraft ended its career in flames by skidding 1000 feet off the end of runway 14 at Beale AFB, California on 10 October 1968. The takeoff was aborted when a wheel assembly failed. Capt. James A. Kogler was ordered to eject, but pilot Maj. Gabriel Kardong elected to stay with the aircraft. Both crew members survived.

SR-71A (61-7978 / 2029)
Nicknamed "Rapid Rabbit," this aircraft was written off on 20 July 1972 during the roll out phase of its landing at Kadena AB, Okinawa. The pilot, Capt. Dennis K. Bush, had practiced a rapid deploy-jettison of the braking parachute. A go-around was initiated after the chute was jettisoned. On the next landing attempt, the aircraft touched down slightly "hot," but had no chute to reduce the aircraft's speed. The pilot was unable to keep the plane on the runway. The aircraft suffered significant damage. The pilot and the RSO, Capt. James W. Fagg escaped without injury.

http://www.sr-71.org/blackbird/losses.php
dari http://oppositelock.jalopnik.com/fav...ory-1079127041

Quote:
There were a lot of things we couldn't do in an SR-71, but we were the fastest guys on the block and loved reminding our fellow aviators of this fact. People often asked us if, because of this fact, it was fun to fly the jet. Fun would not be the first word I would use to describe flying this plane. Intense, maybe. Even cerebral. But there was one day in our Sled experience when we would have to say that it was pure fun to be the fastest guys out there, at least for a moment.

It occurred when Walt and I were flying our final training sortie. We needed 100 hours in the jet to complete our training and attain Mission Ready status. Somewhere over Colorado we had passed the century mark. We had made the turn in Arizona and the jet was performing flawlessly. My gauges were wired in the front seat and we were starting to feel pretty good about ourselves, not only because we would soon be flying real missions but because we had gained a great deal of confidence in the plane in the past ten months. Ripping across the barren deserts 80,000 feet below us, I could already see the coast of California from the Arizona border. I was, finally, after many humbling months of simulators and study, ahead of the jet.

I was beginning to feel a bit sorry for Walter in the back seat. There he was, with no really good view of the incredible sights before us, tasked with monitoring four different radios. This was good practice for him for when we began flying real missions, when a priority transmission from headquarters could be vital. It had been difficult, too, for me to relinquish control of the radios, as during my entire flying career I had controlled my own transmissions. But it was part of the division of duties in this plane and I had adjusted to it. I still insisted on talking on the radio while we were on the ground, however. Walt was so good at many things, but he couldn't match my expertise at sounding smooth on the radios, a skill that had been honed sharply with years in fighter squadrons where the slightest radio miscue was grounds for beheading. He understood that and allowed me that luxury.

Just to get a sense of what Walt had to contend with, I pulled the radio toggle switches and monitored the frequencies along with him. The predominant radio chatter was from Los Angeles Center, far below us, controlling daily traffic in their sector. While they had us on their scope (albeit briefly), we were in uncontrolled airspace and normally would not talk to them unless we needed to descend into their airspace.

We listened as the shaky voice of a lone Cessna pilot asked Center for a readout of his ground speed. Center replied: "November Charlie 175, I'm showing you at ninety knots on the ground."

Now the thing to understand about Center controllers, was that whether they were talking to a rookie pilot in a Cessna, or to Air Force One, they always spoke in the exact same, calm, deep, professional, tone that made one feel important. I referred to it as the " Houston Center voice." I have always felt that after years of seeing documentaries on this country's space program and listening to the calm and distinct voice of the Houston controllers, that all other controllers since then wanted to sound like that, and that they basically did. And it didn't matter what sector of the country we would be flying in, it always seemed like the same guy was talking. Over the years that tone of voice had become somewhat of a comforting sound to pilots everywhere. Conversely, over the years, pilots always wanted to ensure that, when transmitting, they sounded like Chuck Yeager, or at least like John Wayne. Better to die than sound bad on the radios.

Just moments after the Cessna's inquiry, a Twin Beech piped up on frequency, in a rather superior tone, asking for his ground speed. "I have you at one hundred and twenty-five knots of ground speed." Boy, I thought, the Beechcraft really must think he is dazzling his Cessna brethren. Then out of the blue, a navy F-18 pilot out of NAS Lemoore came up on frequency. You knew right away it was a Navy jock because he sounded very cool on the radios. "Center, Dusty 52 ground speed check". Before Center could reply, I'm thinking to myself, hey, Dusty 52 has a ground speed indicator in that million-dollar cockpit, so why is he asking Center for a readout? Then I got it, ol' Dusty here is making sure that every bug smasher from Mount Whitney to the Mojave knows what true speed is. He's the fastest dude in the valley today, and he just wants everyone to know how much fun he is having in his new Hornet. And the reply, always with that same, calm, voice, with more distinct alliteration than emotion: "Dusty 52, Center, we have you at 620 on the ground."

And I thought to myself, is this a ripe situation, or what? As my hand instinctively reached for the mic button, I had to remind myself that Walt was in control of the radios. Still, I thought, it must be done - in mere seconds we'll be out of the sector and the opportunity will be lost. That Hornet must die, and die now. I thought about all of our Sim training and how important it was that we developed well as a crew and knew that to jump in on the radios now would destroy the integrity of all that we had worked toward becoming. I was torn.

Somewhere, 13 miles above Arizona, there was a pilot screaming inside his space helmet. Then, I heard it. The click of the mic button from the back seat. That was the very moment that I knew Walter and I had become a crew. Very professionally, and with no emotion, Walter spoke: "Los Angeles Center, Aspen 20, can you give us a ground speed check?" There was no hesitation, and the replay came as if was an everyday request. "Aspen 20, I show you at one thousand eight hundred and forty-two knots, across the ground."

I think it was the forty-two knots that I liked the best, so accurate and proud was Center to deliver that information without hesitation, and you just knew he was smiling. But the precise point at which I knew that Walt and I were going to be really good friends for a long time was when he keyed the mic once again to say, in his most fighter-pilot-like voice: "Ah, Center, much thanks, we're showing closer to nineteen hundred on the money."

For a moment Walter was a god. And we finally heard a little krack in the armor of the Houston Center voice, when L.A.came back with, "Roger that Aspen, Your equipment is probably more accurate than ours. You boys have a good one."

It all had lasted for just moments, but in that short, memorable sprint across the southwest, the Navy had been flamed, all mortal airplanes on freq were forced to bow before the King of Speed, and more importantly, Walter and I had crossed the threshold of being a crew. A fine day's work. We never heard another transmission on that frequency all the way to the coast.

For just one day, it truly was fun being the fastest guys out there.
mau dibikin seri baru lagiemoticon-Hammer2
alat ngintip saja dah banyak make satelit, jaringan internet, UAVemoticon-Hammer2
belum dihitung intel CIAnyaemoticon-Hammer2
sukhoi bukannya ada ya yg bisa mach 3 ?? emoticon-Malu
Quote:Though I Fly Through the Valley of Death, I Shall Fear No Evil. For I am at 80,000 Feet and Climbing.

emoticon-Cool
gan saat ini seberapa efektif sih pergelaran pesawat pengintai seperti SR 71,dimana bnyk pesawat tanpa awk yang lebih dominan di operasikan.atau karena kemampuan mencapai batas maksimum atsmofir pesawat ini masih di butuhkan......? tapi menurut nubi kalau di bekali kemampuan fighter dan bombing sepertinya dapat menjadi pesawat first class di usaf.o ya sepertinya pernah deh dengar usaf buat skuadron luar angkasa ya....atau nubi yang salah tangkap beritanya.
Quote:For just one day, it truly was fun being the fastest guys out there.

Damn... emoticon-Big Grin
Quote:Original Posted By zero.voltage
gan saat ini seberapa efektif sih pergelaran pesawat pengintai seperti SR 71,dimana bnyk pesawat tanpa awk yang lebih dominan di operasikan.atau karena kemampuan mencapai batas maksimum atsmofir pesawat ini masih di butuhkan......? tapi menurut nubi kalau di bekali kemampuan fighter dan bombing sepertinya dapat menjadi pesawat first class di usaf.o ya sepertinya pernah deh dengar usaf buat skuadron luar angkasa ya....atau nubi yang salah tangkap beritanya.


UAV juga punya keterbatasan seperti halnya satelit, seberapa jauh sih UAV bisa masuk ke area musuh tanpa terdeteksi?



Quote:Original Posted By diinjek2perawan
sukhoi bukannya ada ya yg bisa mach 3 ?? emoticon-Malu


sukhoi apa gan? setau ane pesawat tercepat russia itu MiG-25 katanya sampai Mach 3.2 tapi secara rata-rata kecepatan maksimumnya sekitar Mach 2.8.
Penerusnya MiG-31 cuman sekitar mach 2.8 juga

[TECH NEWS] Lockheed Martin luncurkan desain SR-72 penerus SR-71

Quote: For just one day, it truly was fun being the fastest guys out there.

Super sekali. emoticon-Big Grin
Kebayang rasanya, pasti nikmaaaaat. emoticon-Malu (S)
ini pesawat ada hubungannya sama proyek AURORA gak ya??
sekilas bagian depannya mirip
Mach 6 emoticon-Matabelo

Kalo sudah ketangkap radar, ada missile/ SAM yg bisa kejer gk ya emoticon-Bingung (S)
Quote:Original Posted By wahwibson
mau dibikin seri baru lagiemoticon-Hammer2
alat ngintip saja dah banyak make satelit, jaringan internet, UAVemoticon-Hammer2
belum dihitung intel CIAnyaemoticon-Hammer2


Satelit gak bisa disuruh ke tempat b dari tempat a.Give or take dia musti ngorbit dulu.Kalo pesawat atau uav kan bisa dijalanin kemana mana.
Quote:Original Posted By dark3lf
Mach 6 emoticon-Matabelo

Kalo sudah ketangkap radar, ada missile/ SAM yg bisa kejer gk ya emoticon-Bingung (S)


no priking way emoticon-Malu

B-1 lancer aja konon (karena radarnya kuat sih) begitu kena lock SAM bisa langsung ngacir keluar jangkauan radar si SAM emoticon-Malu sama2 high altitude.
Quote:Original Posted By dark3lf
Mach 6 emoticon-Matabelo

Kalo sudah ketangkap radar, ada missile/ SAM yg bisa kejer gk ya emoticon-Bingung (S)


kalo gak salah Rudal Russia S-400 itu kecepatannya Mach 5

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