Plane & Pilot
Tuesday, October 21, 2008

Space Flight For Sale

How Virgin Galactic and Scaled Composites are rewriting the rules of space travel

Lina has now completed centrifuge training at the National Aerospace Training and Research Center (NASTAR) in Pennsylvania. Of the 270 or so passengers who are slated to fly, only 6% have had physiological issues. It's fascinating that people of all ages are adapting to the rigors of space flight so readily. Whitehorn explains that space flight is perfectly fine for folks who aren't in their prime. "We have done extensive research and found that it's actually easier for the average person to deal with G-forces than it is for someone who is very fit. If you have a healthy circulatory system," says Whitehorn, "age isn't a factor whatsoever."

To raise the $200,000 to pay for this adventure, Lina and her husband mortgaged their modest home. She laughs, "So far, I think I'm the only one who has done that. It's funny, too, because I'm afraid of flying. It's not really my thing." She's had some bad experiences in airliners and her scientific mind doesn't like the way the airplanes flex and bend under stress. "If you're not afraid of anything, then you're stupid," she says, sipping her coffee. "But space is a different thing. I'm very excited."

Between Rutan, Branson, Lina and all her fellow pioneers, a new era in space has begun. This is the first generation of space tourists. For the first time in history, a kid who dreams of space can turn that dream into a reality. As space tourism grows and becomes more affordable, space will become just another destination for everyone to explore—not just a select few. As Branson himself said during the unveiling of his spacecraft, "I consider space to be the final frontier that is so essential to the future of civilization on this planet."

For Lina Borozdina, her dream is finally coming true.

Not Your Grandfather's Airplanes
Advances in space technology are propelling GA in new directions
Burt Rutan and his team aren't the only innovative designers experiencing success with composites and groundbreaking designs. Many of the current developments and intriguing aerospace designs are also impacting general aviation. Carbon composites, more efficient engines and alternative fuel sources are causing the GA market to respond with enthusiasm.

Epic Aircraft is a shining example of finding success at the leading edge. The Bend, Ore., aircraft manufacturer is reporting record-breaking sales despite the aviation industry's overall slowdown. The company offers five carbon-composite aircraft: two certified models, including the "Elite" VLJ, and three experimental models that include the Victory VLJ.

Epic has found its niche in giving the GA public what it wants and more. Epic CEO Rick Schrameck has definite ideas of how to build airplanes and what it will take to bring GA into the 21st century. "I believe for a GA company to go into the next decade, it needs to see new building practices, new cost models and new designs," he says. "The market is saying they want to see new stuff." Though Schrameck acknowledges Rutan's accomplishments, he says his inspiration comes more from someone like Bill Lear, founder of Learjet, now Bombardier Aerospace. "What he did by taking off-the-shelf technology and repackaging it for a unique market was impressive," he says. "Where we differ from Rutan is that we use off-the-shelf components to create production aircraft."

Carbon composites and new manufacturing practices will, as Schrameck said, change the way aircraft are built, marketed and sold. One example is Epic's method of creating low-parts-count aircraft. "I'm talking about a 120-part airframe as opposed to a 120,000-part airframe," notes Schrameck. By embracing new building models, companies like Epic can offer unheard of turnaround in manufacturing. "From zero to full tooling in six months," Schrameck says.

Kirk Hawkins, CEO of Icon Aircraft, maker of the new A5 amphibian LSA, is creating what he calls "aesthetically inspirational" designs. His company embraces composite materials and uses aerospace engineers and industrial and automotive designers to create its classically beautiful 120-knot airplane. Epic isn't shy about embracing automotive design, and Hawkins is a devoted motor sports enthusiast. One need not look far for Icon's inspiration: Members of the company's engineering team came from Scaled Composites.

The Cirrus Vision SJ50 VLJ takes another page from space-influenced design. The Cirrus design philosophy is part of its initiative to "grow and enhance the entire aviation industry." Cirrus has been an innovator with the early use of composites, standardized instrument panels and airframe parachute systems. With its VLJ, Cirrus acted on its notion to build a composite aircraft around a highly reliable and efficient powerplant rather than fitting an engine to an existing design. Cirrus also thought to design the interior of the aircraft around the idea of a "sphere" instead of a tube. The company applied automotive design flair for a stunning aircraft. The results, thus far, have been impressive.

On the other side of GA is the idea of using carbon composites in the industrial and commercial use of space. An example is launching large, passenger-carrying spacecraft into near orbit to escape both the pull of gravity and atmospheric resistance (drag). This would result in low fuel consumption and unheard of travel times for long trips like Los Angeles to Tokyo or London.

It's an exciting time in aviation. The promise of space travel, new construction materials, "green" powerplants and safer aircraft is unlike anything we've seen in decades. Innovations in space are finding their way to GA airplanes, and the future couldn't be brighter.


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