More WhiteKnightTwo taxi tests

The folks at Scaled Composites took full advantage of yesterday's break between winter storms to bring out WhiteKnightTwo for two sets of taxi tests on Runway 12/30. The emphasis of these appeared to be braking and spoiler operations. Since WK2 will be used as a training platform for SpaceShipTwo, the ability to descend rapidly (essentially duplicating SS2's low lift/drag ratio) is important, so designer Burt Rutan included a spoiler/air brake system that could easily double as barn doors. For the majority of yesterday's tests, the runway runs would start out with the inboard air brakes deployed, and the outboard ones would then be actuated near the end of the run. Since the ability to stop grants the privilege to go, mastering these systems is a major step toward the upcoming first flight of the VirginMotherShip.

Fire and ice

Our first big winter storm, which hung over the airport most of Monday, was cleared off by early this morning, leaving crystal clear skies and a gorgeous dusting of snow on the nearby Tehachapi mountains. With another storm on its way, everyone decided to take advantage of the beautiful flying weather, starting with the National Test Pilot School and one of their Saab SK-35 Drakens. Given that these particular Drakens are ex-Royal Danish Air Force, this was almost like a homecoming for them.

Next up, still in keeping with the "fire and ice" theme, was the U.S. Navy's somewhat mysterious DC-9 Firebird II (which, quite possibly, would have been better named Fireporcupine II). Maintained by BAE Flight Systems here at Mojave, this one is a great example of the doctrine of hiding in plain sight - if you want to keep an electronic warfare systems aircraft quite, go paint it a bold striking color and give it a civilian registration, and maybe no one will notice....

Lastly, the main event for the day, yet more taxi tests for VMS Eve. Here's a sample, with more to follow in a post tomorrow....

WhiteKnightTwo takes a stroll

Late Friday afternoon, the Virgin Galactic Scaled Composites WhiteKnightTwo, named VMS Eve, was out and about doing low-speed taxi tests, as technicians tweaked the #2 and #3 engines (note the removed pylon access covers). According to media reports, the WhiteKnightTwo will be capable of carrying up to 34,700 pounds to an altitude of 50,000 feet, which would be the launch altitude for SpaceShipTwo. Although initially designed as the "mothership" for Virgin Galactic's SpaceShipTwo, further uses of the aircraft include the possibility of launching unmanned satellites into earth orbit. VG president Will Whitehorn told FlightGlobal.com (here) that such a launcher is being dubbed "LauncherOne". A solid rocket booster with a parachute stabilization system (such as used by AirLaunch LLC) could be launched from WhiteKnightTwo as high as 70,000, according to Whitehorn, speaking to Flight International at the 4th Appleton space conference at the UK's Rutherford Appleton Laboratory this past September.

In comments made to Forbes.com in October, Virgin's Sir Richard Branson said that he expected first flight of WK2 to take place in November, comments from Virgin Galactic sources indicate that the first flight could happen as soon as this coming week.

Much has been made by some non-aviation media sources regarding the apparent delays in the flight test program, leading to an almost defensive tone in some of Virgin Galactic's responses. When the mothership was first rolled out in September, first flight estimates of September were given to the media. The delays have thus raised questions. This is an unfortunate consequence of a clash of cultures: in the flight test world, schedules are dictated by technical and safety considerations. In the commercial business development world, customers and managers like to see aggressive schedules which are kept or beat. This is a new aircraft with a new model engine, and when testing such a combination, even the smallest issue that is discovered during the incremental test sequence can lead to delays. Those who are used to working in - and reporting about - flight test understand that patience is the watchword. Too bad the rest of the media doesn't get this.

Godspeed, Endeavour!

This morning, at 7:16 Pacific time, NASA's Shuttle Carrier Aircraft (SCA) 911, a highly modified Boeing 747-200, lifted off from Edwards' Runway 04 with the Space Shuttle Endeavour bolted securely to her back, on the first leg of the journey to Florida. This part of the trip would end up in El Paso, TX. NASA's Public Affairs Office once again came through, providing a fantastic opportunity for media photographers to record the moment. Before leaving, the pair posed for the classic Mojave "airplane and wind turbine" pose.

Prior to the SCA/Endeavour pair leaving, an Air Force C-17 from Travis AFB left, serving as the "pathfinder" aircraft, scouting out the route for weather issues that would be detrimental to the orbiter's health.

With the almost-winter sun breaching the hills to the east just as the pair taxied, it was one of those serendipitous moments of "me and my shadow".

An Edwards-based NASA F/A-18 served as chase, with a videographer riding shotgun...one of those "ultimate" jobs.

(Again, many thanks to PAO Alan Brown for all his tireless organizational work, and a special thanks to our NASA van driver, Beth! Ya'll set the standard for how all governmental agencies should work!)

Endeavour up close and personal

The East Kern had an unexpected visitor on November 30th as the Space Shuttle Endeavour was forced to land at Edwards Air Force Base due to bad weather at its Kennedy Space Center primary landing site. The landing was the culmination of STS-126, a servicing mission to the International Space Station, being needed supplies. Because this is generally a rare event, and especially with so few missions left on the schedule, the Dryden Flight Research Center's Public Affairs Office went out of their way to accommodate the media's desire to document the shuttle turn-around process.

Endeavour’s arrival in the East Kern was the 52nd shuttle landing at Edwards. The decision to land a space shuttle at Edwards is typically made only when the weather at Kennedy Space Center in Florida precludes a landing there, and the weather is not expected to improve within the time frame that accommodates the spacecraft’s orbits. In the five years from 1995 to 2000, 31 shuttle missions were able to land at Kennedy without the back-up Edwards site being needed, so with only nine shuttle flights remaining until the fleet is scheduled to be retired, it is quite possible that this is the last operable shuttle that the East Kern will see.

Because Edwards' main runway is undergoing a major upgrade program, Endeavour became the first and only shuttle to use the base's temporary Runway 04. This runway is 3,000 feet shorter than the regular one, and so the braking forces were more intense, and the shuttle program engineers had the main wheels removed for analysis; in their place, for weight and balance purposes, the crews installed yellow-painted ground handling wheels. 

After landing at Edwards, a complicated process is required to prepare the orbiter for a ferry flight back to Florida on the back of the Shuttle Carrier Aircraft (SCA), a specially modified Boeing 747. All of the hazardous fluids and fuels onboard the shuttle are purged in the process, the aerodynamic tailcone is mounted over the engine nozzles and the spacecraft is hoisted up and mated to the back of the 747. Because of the tight time schedule, crews work around the clock.

While the media was being allowed access to the processing area, other VIP tours were underway as well, including astronaut (STS-3 and STS-51) Gordon Fullerton and his family. "Gordo" as the NASA regulars refer to him, is also one of the shuttle carrier 747 pilots.

When a shuttle has to land at Edwards, the diversion costs the program upwards of $1.8 million, about $1.4 million of which is expended bringing the United Space Alliance spacecraft servicing personnel out from Florida, paying for their overtime and local lodging and meals, so while such an event is a burden to the shuttle program, it is a boon for the local East Kern and Antelope Valley economies.

The ferry flight back to Florida itself costs about $350,000, and is accomplished typically over a period of two days. A “pathfinder” aircraft will always fly a couple of miles ahead of the SCA to scout the route for weather. The shuttle is not supposed to be flown through any precipitation, and even flight through clouds is avoided, because of the damage it can cause to the orbiter. The flight is flown at only 15,000 feet altitude, and at about 275 knots, much lower and slower than a 747 typically flies. Due to this flight profile, along with the limited fuel weight capacity of the SCA, at least one refueling/overnight stop is planned, and there are 21 Air Force bases that can be selected from. According to NASA’s Alan Brown, typically the fuel stop location is not selected until right before the departure from Edwards, both for security purposes and for weather planning.

One of the many tasks required to be accomplished is to do a detailed inspection of the heat shield tiles for damage.

To reduce drag while the shuttle is carried on the 747, the main rocket engine nozzles are covered with a large aerodynamic tailcone (NASA has two of these). The cone is trucked from Florida to Dryden disassembled in 14 pieces, and then reassembled.

(A very big thanks goes out to NASA PAO Alan Brown and his staff for their wonderful hospitality!)