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The final decel began as close to the Dets as possible. On the final return leg we stopped using radio-silent procedures and made normal radio calls to Air Traffic Control agencies as we descended through 60,000 feet. Generally, we received radar vectors to a precision final approach. With power back to idle, the SR-71's subsonic descent rate was over 6,000 feet/min. After going through the DESCENT checklist and the BEFORE LANDING checklist we were ready for the final approach.

We entered the VFR traffic pattern at 300 KIAS and 1,500 feet above the ground. Flying directly over the runway, we "pitched out" by rolling into a 60 degree bank. After turning a 180 degrees, the airspeed was reduced sufficiently to lower the gear at 250 KIAS on the downwind leg. Before turning base leg the pilot quickly scanned the landing gear lights, hydraulic pressure gauges, and the annunciator panel for proper indications. Coming off the downwind leg, the base turn was a gradual 180 degree descending turn, slowing to 230 KIAS with the power close to idle. Rolling out on the final approach, about one mile from the end of the runway and 500 feet, the power remained near idle as the pilot slowed the aircraft to its computed final

The final approach pitch altitude was relatively steep, somewhere around 10 degrees nose up. Forward visibility during landing was good although the long nose and chines blocked out runway references beneath and to the sides of the aircraft. The large delta wing and chine area created a large amount of "ground effect" allowing the SR-71 to float, and cushioned the landing for a smooth touchdown.

After the main gear touched down, your first action was to reach forward with your left hand and pull the drag chute handle out, deploying all three chutes. As the main chute blossomed, the pilot slowly lowered the nosewheel onto the runway by releasing back pressure on the stick. After the nosewheel was on the runway, the steering was engaged, and the brakes where checked for normal operation before jettisoning the drag chute. As the aircraft passed mobile, they floored the car onto the runway, chasing after the SR-71. If anything was abnormal during the landing rollout, the mobile crew advised the fliers over the radio. The mobile car caught up with the aircraft just about the time the drag chute jettisoned, then passed along side the SR-71 to lead him back to the hangar.

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......5. The U-2 remains the world's most difficult plane to land. With the pilot strapped into a spacesuit, visibility is limited, and the only way to land is to stall the engine a few feet above the runway. A chase car (often a Camaro or Pontiac GTO) races behind the plane to cue the pilot on when to stall........
.....Sources: CIA; U.S. Air Force; 50 Years of the U-2: The Complete Illustrated History of the Dragon Lady by Chris Pocock; reporting