The unnamed NGA employee — whose work does not involve unmanned aerial vehicles — was off-duty at the time and self-reported the incident to the Secret Service the following day.
NBC News has more:
Law enforcement officials say an employee of the National Geospatial-Intelligence Agency turned himself in after losing track of the drone while testing it in bad weather. He said he did not realize the unmanned aerial device landed at the White House until he saw news reports the next morning.
President Obama was not present at The White House during the incident, as he is currently traveling in India. When asked about the drone which he said you can “buy in Radio Shack,” Obama pushed for drone regulations.
“You know that there are companies like Amazon that are talking about using small drones to deliver packages … There are incredibly useful functions that these drones can play in terms of farmers who are managing crops and conservationists who want to take stock of wildlife.” Obama told CNN’s Fareed Zakaria. “But we don’t really have any kind of regulatory structure at all for it.”
Some of their weapons were so far left field you’d think they pulled them out of a Robert Rodriguez flick. Case in point is the belt buckle pistol featured on the Forgotten Weapons YouTube channel.
The pistol—also known as the Power Pelvis Gun—was conceived by Louis Marquis during his stint in a World War I POW camp in 1915. Marquis was consumed by the idea for a concealed weapon to exert his authority over the other prisoners without drawing the attention of the guards. He patented his design in 1934 and named it the Koppelschlosspistole, but it was never mass produced because it wasn’t accurate, according to My Gun Culture.
Unlike Rodrguez’s 12-bullet cock revolver, this little pistol was practical in that it held your pants up while simultaneously being deadly in plain sight.
(By the way, how does Sofia Vergara fire this revolver? Where’s the trigger?)
The belt buckle pistol on the other hand, is pretty straight forward. The cover plate swings open to expose four barrels and firing triggers.
Re-cocking the gun is as easy as closing the barrel cover.
Look, we’re not here to judge, and they don’t appear to have ever used their military affiliation to boost their movies. But since the connection is now out in the open, we thought we’d suggest a few themed movie titles they could use, as well as some good names if any of his military colleagues want to help out his company.
The military has very talented photographers in the ranks, and they constantly attempt to capture what life as a service member is like during training and at war. Here are the best military photos of the week:
U.S. Air Force Senior Airman Mark Barlow, right, and Airman 1st Class Randall White, crew chiefs with the New Jersey Air National Guard’s 177th Fighter Wing, recover an F-16 Fighting Falcon after landing during Red Flag 16-3, July 27, 2016, on Nellis Air Force Base, Nev. Red Flag is a realistic combat training exercise involving the air, space and cyberforces of the United States and its allies.
Members of the United States Air Force Honor Guard conduct training at the Air Force Memorial in Washington D.C., July 26, 2016. The mission of the U.S. Air Force Honor Guard is to represent Airmen to the American public and the world. The vision of the USAF Honor Guard is to ensure a legacy of Airmen who promote the mission, protect the standards, perfect the image, and preserve the heritage.
US Air National Guard photo by Staff Sergeant Christopher S. Muncy
A U.S. Soldier, assigned to 504th Parachute Infantry Regiment, 82nd Airborne Division, takes cover while conducting defensive operations duringexercise Swift Response 16 at the Hohenfels Training Area, a part of the Joint Multinational Readiness Center, in Hohenfels, Germany, June 20, 2016.
Soldiers, assigned to U.S. Army Alaska’s 1st Stryker Brigade Combat Team, 25th Infantry Division, take up defensive positions during a coordinated opposing forces attack in Donnelly Training Area, near Fort Greely, Alaska, during Exercise #ArcticAnvil, July 25, 2016.
SOUTH CHINA SEA (July 22, 2016) Sailors signal to an MH-60S Sea Hawk helicopter attached to the “Golden Falcons” of Helicopter Sea Combat Squadron (HSC) 12 as it hovers over the flight deck of the Arleigh-Burke-class guided-missile destroyer USS McCampbell (DDG 85) during a visit, board, search and seizure training exercise. McCampbell is on patrol with the Carrier Strike Group Five (CSG 5) in the U.S. 7th Fleet area of responsibility supporting security and stability in the Indo-Asia-Pacific.
PACIFIC OCEAN (June 26, 2016) – Sailors assigned to the Arleigh Burke-class guided-missile destroyer USS Shoup (DDG 86) stand by on the flight deck during flight operations, during Rim of the Pacific 2016. Twenty-six nations, more than 40 ships and submarines, more than 200 aircraft and 25,000 personnel are participating in RIMPAC from June 30 to Aug. 4, in and around the Hawaiian Islands and Southern California. The world’s largest international maritime exercise, RIMPAC provides a unique training opportunity that helps participants foster and sustain the cooperative relationships that are critical to ensuring the safety of sea lanes and security on the world’s oceans. RIMPAC 2016 is the 25th exercise in the series that began in 1971.
Marines assigned to Aircraft Rescue and Firefighting (ARFF), suit up during a fire response training scenario at Landing Zone Westfield, Marine Corps Air Station, Kaneohe Bay, Hawaii, June 29, 2016. The ARFF Marines are conducting monthly training to sharpen and enhance their firefighting skills.
Lance Cpl. Hugo Orozco, an M88A2 Hercules tank mechanic with Fox Company, 4th Tank Battalion, rests under the shade of his vehicle at Engineer Training Area 2 during a training exercise on Camp Lejeune, N.C., July 21, 2016. Active and reserve Marines train together in the event they deploy as one battalion in the future.
Petty Officer 3rd Class Tanner King, a crewmember of Coast Guard Station Boston, stands ready while aboard a 45-foot response boat during a security escort of a Norwegian-flagged tanker through Boston Harbor.
While most would think research for space can only be done from space, some research can still be done on Earth, and even in the water. Some Coast Guard divers are known as aquanauts who use their underwater expertise to help mold future space missions. How? They submerge themselves in the world’s only undersea laboratory, Aquarius, for two weeks to conduct research and simulate mission activities in the water’s low gravity. Aquarius is part of the NASA Extreme Environment Missions Operations project, more widely known as NEEMO.
Prior to America’s official entry into World War II, the U.S. Navy was involved in “short of war” operations against Nazi Germany. In some cases this involved escorting merchant ships that were steaming to help supply England.
Tensions between the U.S and Germany increased after a Nazi submarine fired on the destroyer USS Greer (DD 145).
But, as Samuel Eliot Morison pointed out in the “Battle of the Atlantic,” the U.S. was still operating under neutrality legislation. So, when they did stuff to Nazi vessels, they needed to have some legal grounds outside of a war declaration.
On Nov. 6, 1941, the light cruiser USS Omaha (CL 4) and the destroyer USS Somers (DD 381) were on patrol in the South Atlantic looking for a German raider. Two months had passed since the Greer had been fired on, and since then, the destroyer Kearny (DD 432) had been torpedoed and the destroyer USS Reuben James (DD 245) had been sunk.
The Omaha and Somers then came across a ship claiming to be an American merchant vessel out of Philadelphia. The interaction with the vessel drew suspicions, and the Omaha, under the command of Capt. Theodore E. Chandler, ordered the vessel to stop. A boarding party came aboard just as scuttling charges went off. The boarding party kept the ship from sinking, and determined its true identity as the German blockade runner Odenwald.
The ship was taken to Puerto Rico, where the cargo – over 6,200 tons, including 103 truck tires and lots of rubber – and the vessel were sold off. According to Samuel Eliot Morison, the Navy justified the intercept by claiming that the Odenwald was a suspected slave trader.
In 1947, the Odenwald’s owners sued the Navy over the seizure. It didn’t pan out for them at all. The boarding party and prize crew assigned to the vessel, though, made out big-time: $3,000 each. Crew on board the Omaha and Somers got two months of pay and allowances.
That’s a prize worth as much as $34,000 today.
Chandler, though, never got that bonus. Although he was promoted to rear admiral, in January 1945, his flagship, the heavy cruiser USS Louisville (CA 28), was hit by kamikazes off Iwo Jima. While assisting in fighting fires, his lungs were badly injured, and he died of his wounds soon after.
In the early 1980s, the U.S. Army created a unique battalion with a fleet of militarized dune buggies. The unit was supposed to scout ahead, as well as harass its enemy counterparts.
2nd Battalion, 1st Infantry and its unusual vehicles are one of the more recognizable parts of the ground combat branch’s “High Technology Light Division” experiment. The Army expected a “Quick Kill Vehicle” to be an important part of the final division design.
But the ground combat branch had few firm requirements for the vehicle. The HTLD planners only knew they wanted a vehicle that was small and fast, according to an official history.
At the same time, the U.S. Navy’s SEAL teams were testing a light vehicle of their own. The ground branch borrowed eight of these buggies to see if they might fit the bill. Chenowth Racing Products made the small vehicles for the sailing branch’s commandos. The name became synonymous with the company’s combat designs.
In October 1981, Maj. Gen. Robert Elton decided to get more Chenowths for the 9th Infantry Division—the HTLD test unit. The ground combat branch leased over 120 of the armed buggies in the end.
The vehicles got weapons and other military equipment once they reached the 9th Infantry Division’s home at Fort Lewis. The Chenowths sported machine guns, grenade launchers and even anti-tank missiles.
In 1982, the “Quick Kill Vehicle” got the less aggressive moniker of “Fast Attack Vehicle.” The Army eventually settled on “Light Attack Battalion” for its planned dune buggy contingents.
2–1 Infantry became the first — and eventually only — one of these units and got over 80 FAVs. Almost 30 of these new vehicles were armed with heavy TOW missiles, one of which is depicted in the picture above.
The Chenowths made good use of their diminutive size during trials. The vehicle’s low profile made it hard to spot and potentially difficult to hit in combat. Helicopters could also whisk the FAVs around the battlefield in large numbers. The Army’s new Black Hawk helicopter could lift two buggies, while the bigger Chinook could carry a seven at once.
However, the Chenowths were only ever meant to be “surrogates” for a final vehicle design. But the HTLD’s proponents couldn’t sell the concept.
The FAV just looked vulnerable regardless of any potential benefits. This visual stigma couldn’t have helped Elton and his team make their case. In addition, the Army worried about a possible maintenance nightmare. The Chenowths had little if anything in common with other tanks and trucks.
After four years, the ground combat branch was also tired of experimenting and wanted to declare its new motorized division ready for real combat. Finicky, specialized equipment wasn’t helping the 9th Infantry Division meet that goal.
In 1985, Congress refused to approve any more money for the buggies and other unique equipment. The following year, 2–1 Infantry traded their FAVs for new High Mobility Multipurpose Wheeled Vehicles — better known as “Humvees.”
The ground combat branch spent the rest of the decade trying to figure out what parts of the experiment could be salvaged. The end of the Cold War finally sealed 9th Infantry Division’s fate — and it broke up in 1991.
Still, American commandos diduse improved Chenowths—called Desert Patrol Vehicles—during Operation Desert Storm. The U.K.’s elite Special Air Service also picked up a few of these combat cars.
Special operators were still using upgraded variants when they rolled back into Iraq in 2003. Special Operations Command eventually replaced them with a combination of specialized Humvees, all-terrain vehicles and motorcycles.
The ground combat branch also continued to refine their plans for a wheeled fighting force. These efforts led to the creation of the Army’s Stryker brigades.
The FAV might be lost to the history books, but the Strykers have become a key part of the Pentagon’s ground forces.
The Navy tends to be very strict when people recover items from sunken wrecks. In fact, when an Enigma machine was taken from the wreck of U-85, the Navy intervened. They even tried to grab a plane they left lying around in a North Carolina swamp for over 40 years.
According to a 2004 AP report, the plane in question was very valuable. It was the only known surviving Brewster F3A “Corsair.” Well, let’s be honest here. The F3A can best be described as a Corsair In Name Only, or CINO. Brewster’s Corsairs had problems — so much so that in July, 1944, the Navy cancelled the contract and Brewster went out of business less than a month after D-Day.
Brewster was also responsible for the F2A Buffalo, a piece of crap that got a lot of Marine pilots killed during the Battle of Midway.
According to that AP report, the story began with a fatal accident on Dec. 19, 1944, which killed Lt. Robin C. Pennington, who was flying a training mission in the F3A. The Navy recovered Pennington’s body and some gear from the Corsair, then left the wreck. Eventually, the plane was recovered by Lex Cralley in 1990, who began trying to restore the plane. A simple case of “finders keepers, losers weepers,” right?
Nope. The Navy sued Cralley in 2004 to get the plane back. After the report appeared, comments were…not exactly favorable towards the Navy at one normally pro-military forum.
Eventually, then-Representative Walter Jones (R-NC) got involved. According to a May 28, 2004 report by Hearst News Service, Jones eventually authored an amendment that settled the lawsuit by having the Navy turn the F3A over to Cralley.
The Navy usually has been very assertive with regards to wrecks. According to admiraltylawguide.com, in 2000, the Navy won a ruling in the 11th Circuit Court of Appeal preventing Doug Champlin from salvaging a TBD Devastator that had survived both the Battle of the Coral Sea and the Battle of Midway.
New details about the death of Charlie Keating IV, the Navy SEAL killed by ISIS fire in Iraq on Tuesday, have come to light after the cessation of fighting near Tel Askuf, a town just north of ISIS’ Iraqi capital of Mosul.
US Army Col Steve Warren, the leader of Operation Inherent Resolve, the US-led mission to degrade and destroy ISIS, told reporters at the Pentagon that Keating was part of the quick reaction force (QRF) that responded to a request for help from a small group of US forces approximately two miles away from the front lines between Peshmerga and ISIS forces.
According to Warren, a team of fewer than a dozen US advise-and-assist operatives in Tel Askuf called for help after 120 or so ISIS militants poured into the area using around 20 “technicals,” or commercial vehicles used to transport troops, as well as at least one bulldozer.
“After the enemy forces [punched] through the forward lines there and made their move into Tel Askuf, our forces automatically became kind of embroiled in the ensuing battle,” Warren said, according to the US Naval Institute. “They rapidly called for the quick reaction force and continued on the fight until such time one service member was shot and then medevaced out.”
Within two hours of receiving the call for help, Keating and the QRF were on the scene supporting the US and peshmerga forces against ISIS.
At around 9:32 a.m. Keating “was struck by direct fire, and although he was medevaced within the all-important golden hour, his wound was not survivable,” according to Warren.
“No other coalition or American forces were injured, though both medevac helicopters were damaged by small arms fire,” Warren added.
“He was killed by direct fire. But this was a gunfight, you know, a dynamic gun fight, so he got hit just in the course of his gun battle — whether it was a sniper or some fighter with his AK is unclear … This was a gunfight so there were bullets everywhere,” Warren explained.
The clash continued for about 14 hours, with US air support eventually dealing decisive blows against the advancing ISIS forces.
“Coalition air responded with 31 strikes taken by 11 manned aircraft and two drones. Air power destroyed 20 enemy vehicles, two truck bombs, three mortar systems, one bulldozer [and] 58 [ISIS] terrorists were killed. The Peshmerga have regained control of Tel Askuf,” said Warren.
Footage of the firefight obtained by The Guardian shows the US troops fighting alongside the Peshmerga, as well as medevac helicopters rushing to the scene.
On Wednesday, US Secretary of Defense Ash Carter described Keating’s death as “a combat death, of course. And very sad loss.”
However, President Barack Obama has repeatedly avoided using the term “boots on the ground,” and steered away from describing Special Operations deployments to Iraq and Syria as taking a combat role.
Instead, Obama explained on April 25 that a deployment of 250 Special Operations troops to Syria was “not going to be leading the fight on the ground, but they will be essential in providing the training and assisting local forces that continue to drive [ISIS] back.”
Warren maintained that the primary role of US troops in Syria would be to advise and assist, but the events on Tuesday that left Keating and several Peshmerga soldiers dead shows just how quickly these missions can turn into full on combat.
General Wahid Kovali, the leader of a Peshmerga counter-terrorism unit that fought alongside the US forces, told The Guardian that Keating and the QRF “were very good fighters.”
Keating joins Louis Cardin and Joshua Wheeler as the only three US forces killed by ISIS in Iraq.
The Union Army under the command of general Ulysses S. Grant, which already had control of most of Tennessee, had been slogging up the Tennessee and Cumberland rivers for months in early 1862. The ultimate objective was the Mississippi and the prospect of seizing control of the river and splitting the Confederacy in two.
Grant had already scored a pair of major victories by taking Forts Henry and Donelson, and the reeling Confederate forces under general Albert Sidney Johnston were forced to gather in the city of Corinth in northern Mississippi, a vital rail center. Grant planned to rendezvous his army of 49,000 with the 20,000 under general Don Carlos Buell and seize Corinth. Johnston meanwhile had assembled an army of 45,000 men in the vicinity of Corinth and was waiting for reinforcements of his own.
Word reached Corinth that Grant was unloading his army at Pittsburg Landing on the Tennessee river 20 miles away, near a small church called Shiloh, Hebrew for “Place of Peace.” Johnston’s extravagantly named second in command general Pierre Gustave Toutant Beauregard urged an immediate surprise attack. If Grant and Buell’s armies combined before battle was joined, there would be little that could stop them in the theatre. Beauregard had a reputation as a tactical expert due to his victory in the war’s first major battle at the First Bull Run, and Johnston agreed to the proposal.
The Confederate army advanced on April 3, but was immediately slowed by pouring rain and poor coordination of units along the washed out roads. These same had the same effect on Buell’s movement to join Grant, and it became a race between the Confederates and the Union reinforcements floundering through the mud. So terrible were the rains and confusion on the march that the Confederates were forced to delay their attack until April 6.
Grant and his subordinate and best friend general William Tecumseh Sherman did not expect an attack so soon. When Sherman received reports of enemy troops approaching on the morning of April 6th, he first dismissed them as jumpy troops reporting nothing. When he incredulously rode out to see for himself, the Confederates main battle line boiled out of the trees, and the first thing Sherman witnessed was his aide getting shot in the head in front of him. The Union troops were not dug in, and many of them were raw recruits who had only just received their rifles. They were taken completely by surprise. What was worse, Grant was 9 miles downriver staying at a mansion, at least two hours away by boat while his army fought for it’s life.
The initial Confederate attack slowly drove the Union army north towards the river, and so intense was the fighting that as many as 10,000 Union troops fled and hid. Grant arrived at around 9 a.m. by steamboat and began to take charge of the defense, but the Union lines gradually collapsed. The fighting began to concentrate on the Union center in a small forest, later called “The Hornet’s Nest” for the sheer intensity of the fire directed at the position. An old wagon trail called the Sunken Road that bisected the forest gained it’s own infamy as it become completely choked with the dead and wounded of both sides.
When Johnston saw Confederate troops hesitating to join the assault in the face of such slaughter, he personally led a charge that broke a Union strongpoint at a spot later known as the Peach Orchard, with terrific slaughter. While riding back from the successful attack, Johnston was shot in the leg and had his femoral artery severed, leaving him dead in minutes. The resulting lull as Beauregard took command gave the Union army a breather, but soon another Confederate assault resulted in the surrender of an entire Union division and the defense at the Hornet’s Nest collapsed.
The surviving Union forces were arranging for a last ditch defense at Snake creek when deliverance arrived in the form of Buell, whose army started crossing the river at sundown. Even so, a final Confederate assault was in the offing when Beauregard, who was unaware of the pending enemy reinforcements, called off the attack until morning. He believed that the Union army was in shambles and only needed to be mopped up. Without the arrival of Buell’s army, he may have been right.
The next morning, the bolstered Union army launched a massive counterattack that eventually drove the exhausted and hopelessly outnumbered Confederates from the field, forcing Beauregard to order a retreat back to Corinth with what was left of his army. It was one of the great reversals of the Civil War.
Despite his “victory,” Grant faced severe criticism for the laxness of his position and for being away from the army, but despite calls for his resignation President Abraham Lincoln famously said “I can’t spare that man. He fights.” The South was stunned at the death of Johnston, who was considered the finest soldier in the South, and Confederate president Jefferson Davis was heartbroken at the death of his old West Point classmate.
The scale of the bloodshed at Shiloh left both sides horrified, with nearly 24,000 casualties from both sides. The previous major engagements had been bloody enough, but the United States had never seen a battle with that level of slaughter before. The battle of Shiloh had resulted in more battle casualties than all of America’s previous wars combined. As all the terrible battles to follow would attest, Shiloh showed that there was not going to be any cheap, easy victory for either side.
For some people, Enterprise is the ship that comes to mind when they think about the U.S. Navy.
However, for fans of the TV show Star Trek – Trekkies, Enterprise is synonymous with the fictional starship by the same name and “its five-year mission: to explore strange new worlds, to seek out new life and new civilizations, to boldly go where no man has gone before.”
On this day, 50 years after the show’s premiere, we’re looking back at our Enterprise by the numbers.
The name Enterprise is as old as the U.S. Navy. The first Enterprise ship was captured from the British by Benedict Arnold in May 1775. CVN-65 was the eighth ship with the name Enterprise in the history of the U.S. Navy.
The length of the Enterprise in feet, making it the longest ship in history. Over 800 companies provided building supplies, which included 60,923 tons of steel, 1507 tons of aluminum, 230 miles of pipe and tubing and 1700 tons of one-quarter-inch welding rods.
The number of nuclear reactors aboard Enterprise, which was the first nuclear-powered aircraft carrier. The reactors generated more than 200,000 horsepower.
At sea aboard USS Enterprise (CVN 65) Nov. 5, 2001– Sailors aboard USS Enterprise spell out “E = MC2x40” on the carrier’s flight deck to mark forty years of U.S. Naval nuclear power as ship and crew return home from a Mediterranean Sea Arand abian Gulf deployment in support of Operation Enduring Freedom. Enterprise currently in dry dock at the Naval Shipyards in Norfolk, Va. U.S. Navy Photo by Photographer’s Mate 3rd Class Douglass M. Pearlman. (RELEASED)
The number of Sailors and Marines who served aboard Enterprise, which had 23 different commanding officers.
Within one year of its commissioning, President John Kennedy dispatched Enterprise to blockade Cuba and prevent the Soviet delivery of missiles to the island.
Enterprise was returning from a long deployment when terrorists attacked the U.S. on September 11. Without waiting for orders, Enterprise returned to the Arabian Gulf and later launched one of the first strikes against al-Qaida in Afghanistan. The ship expended more than 800,000 pounds of ordnance during Operation Enduring Freedom.
At sea aboard USS Enterprise (Oct. 18, 2001) — U.S. Navy sailors inspect AGM-65 “Maverick” air-to-surface tactical missiles on the flight deck of USS Enterprise (CVN 65) in support of Operation Enduring Freedom. U.S. Navy Photo by Photographer’s Mate Airman Apprentice Lance H. Mayhew Jr. (RELEASED)
The number of deployments made by Enterprise, which traveled to the Mediterranean Sea, Pacific Ocean and the Middle East, and served in nearly every major conflict that occurred during her history.
The number of arrested landings recorded aboard Enterprise as of May 2011, the fourth aircraft carrier to perform such a feat.
Enterprise’s years of active service, which ended December 1, 2012. Enterprise was one of the longest active-duty ships in the history of the Navy.
During CVN-65’s inactivation ceremony on Dec. 1, 2012, Secretary of the Navy Ray Mabus announced in a video message that the name Enterprise will live on as the officially passed the name to CVN-80, the third Ford class carrier and the ninth ship in the U.S. Navy to bear the name.
The B-2 Spirit is perhaps the most expensive bomber ever built, costing over $1 billion per aircraft (when all the R&D costs are factored in). For that money, though, there is a lot of capability this plane brings.
For instance, the B-2 is capable of dropping precision-guided weapons, namely the Joint Direct Attack Munition.
The GBU-31 is a 2,000-pound bomb, with the smaller GBU-38 packing a 500-pound warhead. Either can use Global Positioning System guidance to hit within about 35 feet of a target. Let’s just say your day won’t go well after that, nor will you have any chance of future improvement.
Its stealth technology also means that the only warning someone has that a B-2 is overhead with hostile intentions will be when the bombs hit.
A few years ago, the Air Force ran one test of the B-2 with the 500-pound JDAMs. The plane was loaded with 80 inert versions of the GBU-38 and was sent to hit a simulated airfield in Utah. In addition to two runways, there were other targets simulated, including a SA-6 “Gainful” missile site, a SS-1 Scud launch site, an aircraft revetment, a hangar, and the other accoutrements that one finds around an airfield.
Think of it as a stealthy version of an Arc Light.
A video of the test not only shows the number of bombs a B-2 can carry, but it also shows just how accurate JDAMs are. Note, the runways are also thoroughly cratered, meaning any planes that survived the pass of the first B-2, will be kept at the field until the next strike arrives.
The SR-71 Blackbird is the fastest and highest-flying production aircraft ever to exist. It holds all of the world’s airspeed and altitude records, even after its retirement from the Air Force in the late 1990s.
It’s an incredible accomplishment considering the spy plane was developed during the 1950s and 60s without the help of computers.
The long-range, supersonic Blackbird was capable of flying at Mach 3 for more than an hour unlike its closest competitor, the Russian-made MiG-25 Foxbat, which could do it for a few minutes, according to the TechLaboratories video below.
The SR-71 was only about 45 feet shorter than the Boeing 727 passenger airliner. From nose to tail, the sleek jet measured 107.4 feet long, had a wingspan of 55.6 feet, stood 18.5 feet high and weighed about 140,000 pounds — including a fuel weight of 80,000 pounds.
Remarkably, the Blackbird had better gas mileage traveling at three times the speed of sound than at slower speeds. But it was still extremely expensive to operate, which is why Congress finally decommissioned the bird in 1998.
From its engines to its airframe, this TechLaboratories video explains the incredible engineering magic behind the SR-71 Blackbird: