Compared to the A-12, the SR-71 was about six feet longer, weighed 15,000 pounds more fully loaded, had more prominent nose and body chines and a two-seat cockpit, and carried additional optical and radar imagery systems and ELINT sensors in interchangeable noses.
With the added weight, the aircraft flew slower and lower than the A-12 or the YF-12A, but it carried more fuel and had a longer range. (source)
The backside of this "normal" shock wave was subsonic air for ingestion into the engine compressor. This capture of the Mach 1 shock wave within the inlet was called "Starting the Inlet". Tremendous pressures would be built up inside the inlet and in front of the compressor face. Bleed tubes and bypass doors were designed into the inlet and engine nacelles to handle some of this pressure and to position the final shock to allow the inlet to remain "started". Air that is compressed by the inlet/shockwave interaction is diverted around the turbo machinery of the engine and directly into the afterburner where it is mixed and burned. This configuration is essentially a ramjet and provides up to 70% of the aircraft's thrust at higher mach numbers.
There is no stall in the classic sense where an abrupt loss in lift would occur at a critical angle of attack. Instead, a nose-up pitching moment develops as angle of attack increases, which becomes uncontrollable (even with full nose-down elevon) as the critical angle of attack boundary is reached. ... The SAS will tend to maintain apparent stability about all three axes until pitch-up occurs, then aircraft control is lost with little or no warning
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