Founded in 1982 by Burt Rutan, Scaled has broad experience in air vehicle design, tooling and manufacturing, specialty composite structure design, analysis and fabrication, and developmental flight tests of air and space vehicles.
Founder, 
Model 97 is a two-place, side-by-side airplane of the 300 lb empty weight class. It has a slightly swept-back canard forward and swept back wings with winglets at the tips.
A subscale version of an eleven-place, twin turboprop, high-performance business aircraft developed for Beech Aircraft Corporation.
The Model 133-4.62 ATTT proof-of-concept demonstrator is a 62% scaled version of an airplane designed to challenging STOL and long range requirements.
The all-composite Triumph, an 8,500 lb, pressurized 8-place business aircraft, was designed around the brand-new, never flown, Williams FJ-44 turbofan engine.
Scaled did the structural design, tooling, fabrication, and static testing of an 85 ft span and a 108 ft span rigid sail/airfoil for the America’s Cup Challenge Race.
The ARES, Scaled Model 151, was designed initially in response to a U.S. Army request for a Low Cost Battlefield Attack Aircraft (LCBAA).
The Advanced Engineering Staff of General Motors designed a technology demonstration vehicle called the Ultralite, an automobile with interior room capable of seating four full size adults, and with excellent visibility, handling, performance, emissions and fuel consumption.
The Raptor Demonstrator high-altitude, long endurance, unmanned aerial vehicle (UAV) program was conducted under a contract from Lawrence Livermore National Laboratory to Scaled Composites, LLC.
In early 1993, Jim Rice and Tom Stark of the fledgling VisionAire Corporation visited Scaled with conceptual designs for a new single-engine business jet.
Walled Lake, Michigan, June 23, 1997 -- Williams International today announced that its all-composite, turbofan- powered "V-JET II" light aircraft is on schedule for its July 31 fly-in and follow-on demonstration flights and exhibition at the Experimental Aircraft Association (EAA) convention at Oshkosh, July 30 to August 5, 1997.
Proteus is a twin-turbofan, high-altitude, multi-mission aircraft powered by Williams International FJ44-2E engines.
The Model 309 is a proof-of-concept aircraft built for Adam Aircraft Industries.
The GlobalFlyer is a single seat, turbofan powered airplane designed to fly around the world nonstop, unrefueled, with a solo pilot.
SpaceShipOne, the first private manned spacecraft, is a three-place, high-altitude research rocket.
White Knight is a three-place, high-altitude, flexible and capable research aircraft.
The Model 326 aircraft (or Pegasus X-47A) is an unmanned aerial vehicle built for Northrop Grumman.
SpaceShipTwo will be powered by a unique hybrid rocket motor, which is currently under development.
WhiteKnightTwo, or Eve, is the mothership and launch platform for SpaceShipTwo.
SpaceShipTwo
SpaceShipTwo is the prototype for the world's first commercial manned spaceship, destined to take private astronauts into space and paving the way for space transportation.
WhiteKnightTwo
Utilizing an open-architecture design and powered by four Pratt & Whitney turbofans, WhiteKnightTwo provides the high-altitude launch platform for SpaceShipTwo to achieve sub-orbital flight.
Virgin Atlantic GlobalFlyer
This record-breaking, single-place, aviation marvel features two external booms flanking a center pod where the pilot sits, on top of which is the aircraft's powerhouse, a Williams turbofan jet engine.
SpaceShipOne
SpaceShipOne, the first private manned spacecraft, is a three-place, high-altitude research rocket, designed for sub-orbital flights at an altitude of 100 km and powered by a unique hybrid rocket motor.
White Knight
Initially developed to provide a launch platform at 50,000 ft for SpaceShipOne, White Knight is a three-place, high-altitude, flexible and capable research aircraft.
WhiteKnightTwo Flight Test Summaries
The following list includes summaries of the flight test activity of the White Knight Two (WK2) aircraft. White Knight Two is the mothership/ launch aircraft for SpaceShipTwo (SS2) and potentially other large payloads. It is equipped with many common system components to SS2 (cabin, ECS, speed-brake actuators, avionics, trim servos, air data, test data, video & TM). Thus, the flight test program of WK2 includes many tests that focus on SS2 systems qualification and maturity.
Objectives:
First flight. Qualitative assessment of stability & controls to facilitate a safe landing.
Results:
Objective achieved. Gear down envelope to 110ktas. Max altitude 18,000ft. " Beautiful airplane to fly".
Objectives:
Envelope expansion.
Results:
Objectives achieved. Gear down speed expansion to 130ktas, max 1.5g, and max altitude of 18,000 ft.
Objectives:
Envelope expansion. Landing gear evaluation. Engine in-flight restarts
Results:
Objectives achieved. Stability & controls, performance and speed brakes evaluated to 135ktas. Max altitude 20,000ft. Engine in-flight restarts were cooler than planned.
Objectives:
New pilot integration. Envelope expansion. Landing gear evaluation.
Results:
Objectives achieved. Stability & controls, performance and speed brakes evaluated to 140ktas, max 2g's and altitude of 18,000ft. Landing gear cycled at 100 ktas. Asymmetric thrust on go-around resulted in large pitch and yaw excursions including tail contact with ground.
Objectives:
Aft center of gravity handling qualities evaluation. Initial evaluation of pressurization and environmental control systems (ECS).
Results:
All objectives completed. Pressurization and ECS worked as designed. Airspeed increased to 188 KTAS. Max altitude 20,000 ft. After landing, conducted an emergency response drill, including both Scaled and Mojave Air and Space Port resources.
Objectives:
Weight expansion at mid cg. Further pressurization/ECS functionality checks to 35,000 ft. Gear-down speed envelope expansion.
Results:
All objectives completed. Pressurization and ECS worked as designed. Speed envelope expanded to 250 KTAS with the gear down. Peak altitude increased to 35,000 ft. Starship was onboard for video and safety chase. Two low approaches were followed by a full stop landing.
Objectives:
Weight expansion at mid cg. Further pressurization/ECS functionality checks to 45,000 ft. Speed envelope expansion. G envelope expansion. Airborne engine relights
Results:
All objectives completed. Pressurization and ECS worked as designed. Speed envelope expanded with the gear up and down to 340 KTAS. Peak altitude increased to 45,000 ft. Wind-up turns were performed to 2.5g's. Engines were shut down and restarted per plan.
Objectives:
FAA monitored flight for issuance of pilot letter of authorization.
Results:
Letter of authorization issued
Objectives:
Weight expansion at mid cg. Further pressurization/ECS functionality checks to 51,000 ft. Speed envelope expansion. Airborne engine relights.
Results:
All objectives completed. Pressurization and ECS worked as designed. Speed envelope expanded with the gear up to 370 KTAS. Peak altitudes increased to 52,400 ft. Performance, stability and handling evaluation performed at altitude. Engines were shut down and restarted per plan. Practiced instrument approaches.
Objectives:
To evaluate performance, stability and control, and cold soak effects on 1st long cross country. Flyby at Spaceport America as able.
Results:
En route testing above 40,000 feet was uneventful. During the descent toward the Spaceport America groundbreaking we experienced a failure of a speedbrake actuator. Based on facilities available and logistics for our ground crew, the pilots elected to make a precautionary landing at Williams Gateway airport near Phoenix. Our ground crew is on site and we hope to return to Mojave either this afternoon or tomorrow morning.
Objectives:
Flyby at Los Cruses NM in support of Spaceport America event. Instrument approaches.
Results:
Despite mechanical issues the day before the Scaled team was able to turn the jet for a Saturday morning demo at Los Cruses. Several flybys and approaches were performed for spectators in support of the Spaceport America groundbreaking. Systems were evaluated on the high altitude return leg to Mojave. One simulated approach was made to runway 26 before landing on 30.
Objectives:
ECS evaluation, 3rd Seat Evaluation, Performance, Landing gear envelope expansion.
Results:
All objectives completed. ECS shows exceptional cabin heating & cooling capability. 3rd seat adequate for test engineer duties. Gear extended out to 160 keas. Peak altitude for flight 51,000ft. Instrument approach & touch and go at Victorville.
Objectives:
Eval control surface mods, Eval pitot probe relocation, Intstrument approach practice, Pilot LOA practice
Results:
All objectives completed. Peak altitude for flight 51,000ft. Instrument approaches practiced. LOA maneuvers practiced.
Objectives:
Evaluate new DAS build, Instrument approach practice, FAA Monitored flight for pilot "Type Rating."
Results:
All objectives completed. Rating Issued.
Objectives:
Oshkosh dress rehersal
Results:
Objectives achieved. Practiced all procedures & plans in preparation for our long cross country to the Oshkosh Airventure Convention. Practiced demo flight after simulated mission profile.
Objectives:
Cross country to Oshkosh Airventure.
Results:
Evaluated systems functionality & performance on trip to Oshkosh. Arrived at KOSH & performed short demo flight.
Objectives:
Oshkosh demo flight.
Results:
Demo flight performed.
Objectives:
Oshkosh demo flight.
Results:
Demo flight performed.
Objectives:
Return to Mojave.
Results:
Evaluated systems functionality & performance on return trip to Mojave.
Objectives:
Modified spoilflap envelope expansion
Pressurization/ECS functionality with SS2 valves to 50,000 ft
Landing gear/spoilflap cold soak extension retraction
Fuel system temperature evaluation
Avionics and instrument approach checkout
Aircrew proficiency
Edwards Air Show Practice
Results:
Objectives achieved.
Objectives:
Spoilflaps Loads Data
ECS Evaluation
GPS Airspeed Calibration
Roll Effects of Angle of Attack
Edwards Air Show Practice
Results:
GPS airspeed cal, and approaches scrubbed for time. Other objectives achieved. Demo performed on arrival to Edwards Air Force Base "Flight Test Nation" Open House/ Air show.
Objectives:
Spoilflap Loads Data
Continued ECS Testing
GPS Airspeed Calibration
Return from Edwards Air Show
Results:
Objectives achieved. Airborne pickup and unrestricted climb departure from Edwards Open House with WK1.
Objectives:
Launch pylon envelope expansion and performance effects
Landing gear door evaluation
SpaceShipTwo approach guidance evaluation
Pilot proficiency
Results:
Launch pylon and gear doors performed well. Multiple SpaceShipTwo approaches flown.
Back to WhiteKnightTwo Information
| Flight: | 01 | Date: | 21 Dec 08 |
| Flight Time: | 1 hour | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | None | ||
Objectives:
First flight. Qualitative assessment of stability & controls to facilitate a safe landing.
Results:
Objective achieved. Gear down envelope to 110ktas. Max altitude 18,000ft. " Beautiful airplane to fly".
| Flight: | 02 | Date: | 4 Feb 09 |
| Flight Time: | 1.5 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | None | ||
Objectives:
Envelope expansion.
Results:
Objectives achieved. Gear down speed expansion to 130ktas, max 1.5g, and max altitude of 18,000 ft.
| Flight: | 03 | Date: | 25 Mar 09 |
| Flight Time: | 2 hrs 20 mins | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | None | ||
Objectives:
Envelope expansion. Landing gear evaluation. Engine in-flight restarts
Results:
Objectives achieved. Stability & controls, performance and speed brakes evaluated to 135ktas. Max altitude 20,000ft. Engine in-flight restarts were cooler than planned.
| Flight: | 04 | Date: | 20 Apr 09 |
| Flight Time: | 4 mins | ||
| Pilot: | Siebold | CoPilot: | Binnie |
| FTE: | None | ||
Objectives:
New pilot integration. Envelope expansion. Landing gear evaluation.
Results:
Objectives achieved. Stability & controls, performance and speed brakes evaluated to 140ktas, max 2g's and altitude of 18,000ft. Landing gear cycled at 100 ktas. Asymmetric thrust on go-around resulted in large pitch and yaw excursions including tail contact with ground.
| Flight: | 05 | Date: | 20 May 09 |
| Flight Time: | Aprox. 3 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | None | ||
Objectives:
Aft center of gravity handling qualities evaluation. Initial evaluation of pressurization and environmental control systems (ECS).
Results:
All objectives completed. Pressurization and ECS worked as designed. Airspeed increased to 188 KTAS. Max altitude 20,000 ft. After landing, conducted an emergency response drill, including both Scaled and Mojave Air and Space Port resources.
| Flight: | 06 | Date: | 2 June 09 |
| Flight Time: | 3.1 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | None | ||
Objectives:
Weight expansion at mid cg. Further pressurization/ECS functionality checks to 35,000 ft. Gear-down speed envelope expansion.
Results:
All objectives completed. Pressurization and ECS worked as designed. Speed envelope expanded to 250 KTAS with the gear down. Peak altitude increased to 35,000 ft. Starship was onboard for video and safety chase. Two low approaches were followed by a full stop landing.
| Flight: | 07 | Date: | 8 June 09 |
| Flight Time: | 6.1 hours | ||
| Pilot: | Siebold | CoPilot: | Alsbury |
| FTE: | None | ||
Objectives:
Weight expansion at mid cg. Further pressurization/ECS functionality checks to 45,000 ft. Speed envelope expansion. G envelope expansion. Airborne engine relights
Results:
All objectives completed. Pressurization and ECS worked as designed. Speed envelope expanded with the gear up and down to 340 KTAS. Peak altitude increased to 45,000 ft. Wind-up turns were performed to 2.5g's. Engines were shut down and restarted per plan.
| Flight: | 08 | Date: | 11 June 09 |
| Flight Time: | 1 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | None | ||
Objectives:
FAA monitored flight for issuance of pilot letter of authorization.
Results:
Letter of authorization issued
| Flight: | 09 | Date: | 15 June 09 |
| Flight Time: | 7.5 hours | ||
| Pilot: | Siebold | CoPilot: | Stucky |
| FTE: | None | ||
Objectives:
Weight expansion at mid cg. Further pressurization/ECS functionality checks to 51,000 ft. Speed envelope expansion. Airborne engine relights.
Results:
All objectives completed. Pressurization and ECS worked as designed. Speed envelope expanded with the gear up to 370 KTAS. Peak altitudes increased to 52,400 ft. Performance, stability and handling evaluation performed at altitude. Engines were shut down and restarted per plan. Practiced instrument approaches.
| Flight: | 10 | Date: | 19 June 09 |
| Flight Time: | 6 hours (planned) | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | None | ||
Objectives:
To evaluate performance, stability and control, and cold soak effects on 1st long cross country. Flyby at Spaceport America as able.
Results:
En route testing above 40,000 feet was uneventful. During the descent toward the Spaceport America groundbreaking we experienced a failure of a speedbrake actuator. Based on facilities available and logistics for our ground crew, the pilots elected to make a precautionary landing at Williams Gateway airport near Phoenix. Our ground crew is on site and we hope to return to Mojave either this afternoon or tomorrow morning.
| Flight: | 11 | Date: | 20 June 09 |
| Flight Time: | 3 hours (planned) | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | None | ||
Objectives:
Flyby at Los Cruses NM in support of Spaceport America event. Instrument approaches.
Results:
Despite mechanical issues the day before the Scaled team was able to turn the jet for a Saturday morning demo at Los Cruses. Several flybys and approaches were performed for spectators in support of the Spaceport America groundbreaking. Systems were evaluated on the high altitude return leg to Mojave. One simulated approach was made to runway 26 before landing on 30.
| Flight: | 12 | Date: | 9 July 09 |
| Flight Time: | 4.5 hours | ||
| Pilot: | Stucky | CoPilot: | Siebold |
| FTE: | None | ||
Objectives:
ECS evaluation, 3rd Seat Evaluation, Performance, Landing gear envelope expansion.
Results:
All objectives completed. ECS shows exceptional cabin heating & cooling capability. 3rd seat adequate for test engineer duties. Gear extended out to 160 keas. Peak altitude for flight 51,000ft. Instrument approach & touch and go at Victorville.
| Flight: | 13 | Date: | 14 July 09 |
| Flight Time: | 5 hours | ||
| Pilot: | Stucky | CoPilot: | Siebold |
| FTE: | None | ||
Objectives:
Eval control surface mods, Eval pitot probe relocation, Intstrument approach practice, Pilot LOA practice
Results:
All objectives completed. Peak altitude for flight 51,000ft. Instrument approaches practiced. LOA maneuvers practiced.
| Flight: | 14 | Date: | 17 July 09 |
| Flight Time: | .9 hours | ||
| Pilot: | Stucky | CoPilot: | Siebold |
| FTE: | None | ||
Objectives:
Evaluate new DAS build, Instrument approach practice, FAA Monitored flight for pilot "Type Rating."
Results:
All objectives completed. Rating Issued.
| Flight: | 15 | Date: | 21 July 09 |
| Flight Time: | 5.7 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | Morgan | ||
Objectives:
Oshkosh dress rehersal
Results:
Objectives achieved. Practiced all procedures & plans in preparation for our long cross country to the Oshkosh Airventure Convention. Practiced demo flight after simulated mission profile.
| Flight: | 16 | Date: | 27 July 09 |
| Flight Time: | 5.5 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | Morgan | ||
Objectives:
Cross country to Oshkosh Airventure.
Results:
Evaluated systems functionality & performance on trip to Oshkosh. Arrived at KOSH & performed short demo flight.
| Flight: | 17 | Date: | 25 July 09 |
| Flight Time: | 0.2 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | Branson | ||
Objectives:
Oshkosh demo flight.
Results:
Demo flight performed.
| Flight: | 18 | Date: | 31 July 09 |
| Flight Time: | 0.2 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | Morgan | ||
Objectives:
Oshkosh demo flight.
Results:
Demo flight performed.
| Flight: | 19 | Date: | 1 August 09 |
| Flight Time: | 5.1 hours | ||
| Pilot: | Siebold | CoPilot: | Nichols |
| FTE: | Morgan | ||
Objectives:
Return to Mojave.
Results:
Evaluated systems functionality & performance on return trip to Mojave.
| Flight: | 20 | Date: | 15 Oct 09 |
| Flight Time: | 3.5 hours | ||
| Pilot: | Stucky | CoPilot: | Kalogiannis |
| FTE: | Stinemetze | ||
Objectives:
Modified spoilflap envelope expansion
Pressurization/ECS functionality with SS2 valves to 50,000 ft
Landing gear/spoilflap cold soak extension retraction
Fuel system temperature evaluation
Avionics and instrument approach checkout
Aircrew proficiency
Edwards Air Show Practice
Results:
Objectives achieved.
| Flight: | 21 | Date: | 17 Oct 09 |
| Flight Time: | 1.3 hours | ||
| Pilot: | Stucky | CoPilot: | Kalogiannis |
| FTE: | Stinemetze | ||
Objectives:
Spoilflaps Loads Data
ECS Evaluation
GPS Airspeed Calibration
Roll Effects of Angle of Attack
Edwards Air Show Practice
Results:
GPS airspeed cal, and approaches scrubbed for time. Other objectives achieved. Demo performed on arrival to Edwards Air Force Base "Flight Test Nation" Open House/ Air show.
| Flight: | 22 | Date: | 17 Oct 09 |
| Flight Time: | 1.2 hours | ||
| Pilot: | Stucky | CoPilot: | Kalogiannis |
| FTE: | Stinemetze | ||
Objectives:
Spoilflap Loads Data
Continued ECS Testing
GPS Airspeed Calibration
Return from Edwards Air Show
Results:
Objectives achieved. Airborne pickup and unrestricted climb departure from Edwards Open House with WK1.
| Flight: | 23 | Date: | 28 Jan 10 |
| Flight Time: | 3.1 Hrs | ||
| Pilot: | Stucky | CoPilot: | Binnie |
| FTE: | Kalogiannis | ||
Objectives:
Launch pylon envelope expansion and performance effects
Landing gear door evaluation
SpaceShipTwo approach guidance evaluation
Pilot proficiency
Results:
Launch pylon and gear doors performed well. Multiple SpaceShipTwo approaches flown.
Back to WhiteKnightTwo Information
Rocket Motor 2 Hot-Fire Test Summaries
Many subscale hot-firings were performed at Scaled Composites between Jun 05 and April 09 to evaluate several different fuels, igniters, injectors, insulators and nozzle configurations, as well as other components and parameters.
Based on the results of those subscale firings, the Scaled/SNC team chose a full-scale rocket motor system design and began testing in April, 2009.
The following list includes summaries of the hot-fire activity of the Rocket Motor Two rockets.
Fire: 01
Date: 20 April 09
Objectives:
Perform first full scale RM2 hot-fire with first generation design. Test stand evaluation. Rocket system evaluation. Igniter evaluation. Data Acquisition system evaluation. Fuel formulation evaluation. Nozzle evaluation. CTN structural evaluation.
Results:
All objectives completed. Performed successful hot-fire, including oxidizer flow and pressurization systems, data acquisition system, igniter performance measurements, structural evaluation, nozzle ablation, and fuel regression rate data collection.
Fire: 02
Date: 06 May 09
Objectives:
Perform second full scale RM2 hot-fire with first generation design - different fuel. Continued Rocket system evaluation. Igniter evaluation. Data Acquisition system evaluation. Fuel formulation evaluation. Nozzle evaluation. CTN structural evaluation.
Results:
All objectives completed. Performed successful hot-fire, including oxidizer flow and pressurization systems, data acquisition system, igniter performance measurements, structural evaluation, nozzle ablation, and fuel regression rate data collection. Determined stability levels. Preliminary fuel performance in line with predictions.
Fire: 03
Date: 20 May 09
Objectives:
Perform third full scale RM2 hot-fire with first generation design - same fuel as HF02. Continued Rocket system evaluation. Igniter evaluation. Data Acquisition system evaluation. Fuel formulation evaluation. Nozzle evaluation. CTN structural evaluation.
Results:
All objectives completed. Performed successful hot-fire, including oxidizer flow and pressurization systems, data acquisition system, igniter performance measurements, structural evaluation, nozzle ablation, and fuel regression rate data collection. Determined stability levels.
Back to SpaceShipTwo Information
Based on the results of those subscale firings, the Scaled/SNC team chose a full-scale rocket motor system design and began testing in April, 2009.
The following list includes summaries of the hot-fire activity of the Rocket Motor Two rockets.
Fire: 01
Date: 20 April 09
Objectives:
Perform first full scale RM2 hot-fire with first generation design. Test stand evaluation. Rocket system evaluation. Igniter evaluation. Data Acquisition system evaluation. Fuel formulation evaluation. Nozzle evaluation. CTN structural evaluation.
Results:
All objectives completed. Performed successful hot-fire, including oxidizer flow and pressurization systems, data acquisition system, igniter performance measurements, structural evaluation, nozzle ablation, and fuel regression rate data collection.
Fire: 02
Date: 06 May 09
Objectives:
Perform second full scale RM2 hot-fire with first generation design - different fuel. Continued Rocket system evaluation. Igniter evaluation. Data Acquisition system evaluation. Fuel formulation evaluation. Nozzle evaluation. CTN structural evaluation.
Results:
All objectives completed. Performed successful hot-fire, including oxidizer flow and pressurization systems, data acquisition system, igniter performance measurements, structural evaluation, nozzle ablation, and fuel regression rate data collection. Determined stability levels. Preliminary fuel performance in line with predictions.
Fire: 03
Date: 20 May 09
Objectives:
Perform third full scale RM2 hot-fire with first generation design - same fuel as HF02. Continued Rocket system evaluation. Igniter evaluation. Data Acquisition system evaluation. Fuel formulation evaluation. Nozzle evaluation. CTN structural evaluation.
Results:
All objectives completed. Performed successful hot-fire, including oxidizer flow and pressurization systems, data acquisition system, igniter performance measurements, structural evaluation, nozzle ablation, and fuel regression rate data collection. Determined stability levels.
Back to SpaceShipTwo Information
Projects - Main Landing Page Text
The following are highlights of government, commercial and purpose built projects that we have completed over the years.
WhiteKnightTwo
WhiteKnightTwo, or Eve, is the mothership and launch platform for SpaceShipTwo. Due to the demanding design requirements of this vehicle, WhiteKnightTwo has become the world’s largest all carbon composite aircraft with an amazing 132 ft wing spar. Powered by four Pratt and Whitney PW309A engines, WhiteKnightTwo has a unique heavy lift, high-altitude capability and an open architecture design which provides for maximum versatility in the weight, mass, and volume of its payload. It has the power, strength and maneuverability to provide for pre space-flight, positive G force and zero G astronaut training as well as a lift capability which is over 30% greater than that represented by a fully-crewed SpaceShipTwo.
WhiteKnightTwo Flight Test Summaries
WhiteKnightTwo Flight Test Summaries
SpaceShipTwo
SpaceShipTwo will be powered by a unique hybrid rocket motor, which is currently under development. The twin fuselage and central payload area configuration allow for easy access to White Knight Two and the spaceship for passengers and crew; the design also aids operational efficiencies and turnaround times. SpaceShipTwo utilizes the unique feather configuration that allowed SpaceShipOne to successfully re-enter the atmosphere.
Rocket Motor 2 Hot-Fire Test Summaries
Rocket Motor 2 Hot-Fire Test Summaries
Northrop Grumman X-47A
The Model 326 aircraft (or Pegasus X-47A) is an unmanned aerial vehicle built for Northrop Grumman. The objective of this program was to construct a demonstrator aircraft for Northrop, which would validate their commitment to the UCAV-N program and demonstrate several challenging mission parameters, including: low speed flying qualities, automatic carrier landing system capability, and simulated arrestment. An additional objective was to help Northrop demonstrate their capability to design and build a proof-of-concept aircraft in a short period of time at a low cost.
White Knight
SpaceShipOne
Virgin Atlantic GlobalFlyer
The GlobalFlyer is a single seat, turbofan powered airplane designed to fly around the world nonstop, unrefueled, with a solo pilot. It achieved this milestone for the first time on March 3, 2005 after 67 hours and one minute of flying time. With that, Pilot Steve Fossett set the record for fastest time around the world unrefueled.
The GlobalFlyer eventually made three solo nonstop flights around the world, and it is now on display at the National Air and Space Museum’s Steven F. Udvar-Hazy Center.
Selected Aircraft Specifications:
The GlobalFlyer eventually made three solo nonstop flights around the world, and it is now on display at the National Air and Space Museum’s Steven F. Udvar-Hazy Center.
Selected Aircraft Specifications:
- Wing Span: 114 ft
- Wing Area: 400 sq ft
- Length: 44.1 ft
- Height: 13.3 ft
- Gross Weight: 22,000 lbs
- Empty Weight: 3,350 lbs
Adam M-309
The Model 309 is a proof-of-concept aircraft built for Adam Aircraft Industries. Their goal was to provide a very safe twin-engine aircraft that gives good performance and benign single engine handling qualities. The centerline thrust configuration was chosen because it significantly reduces the hazards of single-engine flying qualities and performance, compared to twins in the conventional arrangement. The cabin was designed to carry a pilot and five passengers in pressurized comfort with an unpressurized baggage space in the nose.
The goal of this program was to develop the aircraft for aerodynamic refinement; however, there were several features that are more representative of the production airplane. For instance, there are several major structural components that were produced as single-cure parts. The outboard wings, horizontal tail, elevator, rudders and flaperons had no secondary bonds in their primary structure. This allows lighter, stronger and safer structure due to the significant elimination of fasteners and secondary bonds.
This project was one of the most rapid manned-aircraft development programs in Scaled’s history. Conceptual design started in May of 1999, the first tool was cut late in August, and the first flight was on March 21, 2000. The aircraft was unveiled to a small group of guests on April 5, 2000.
The M-309 can now be viewed on display at the Wings Over the Rockies Air and Space Museum.
The goal of this program was to develop the aircraft for aerodynamic refinement; however, there were several features that are more representative of the production airplane. For instance, there are several major structural components that were produced as single-cure parts. The outboard wings, horizontal tail, elevator, rudders and flaperons had no secondary bonds in their primary structure. This allows lighter, stronger and safer structure due to the significant elimination of fasteners and secondary bonds.
This project was one of the most rapid manned-aircraft development programs in Scaled’s history. Conceptual design started in May of 1999, the first tool was cut late in August, and the first flight was on March 21, 2000. The aircraft was unveiled to a small group of guests on April 5, 2000.
The M-309 can now be viewed on display at the Wings Over the Rockies Air and Space Museum.
Proteus
Proteus is a twin-turbofan, high-altitude, multi-mission aircraft powered by Williams International FJ44-2E engines. It is designed to carry payloads in the 2,000 lb class to altitudes above 60,000 ft and remain on station up to 14 hours. Heavier payloads can be carried for shorter missions. It is intended for both piloted and UAV missions. Missions for Proteus include telecommunications, reconnaissance, atmospheric research, commercial imaging, and space launch.
The Proteus is designed with long wings and a low wing loading needed for efficient high altitude loiter. It excels in stability and low noise.
Proteus is owned by Northrop Grumman Corporation and operated by Scaled Composites, LLC.
Information Downloads (Adobe PDF)
Proteus Mission Users Guide
Proteus Specifications
Customers and Deployments
NASA Dryden - Airborne Science Program
NASA Langley - Earth Science
Spectir
University of Wisconsin – NAST-I
International H2O Project
Press Releases and News
Apr. 08, 2003: Researchers encouraged by collision-avoidance test results
Mar. 26, 2003: Radar system may open skies for unmanned vehicles
Apr. 15, 2002: Massive weather study heads for the skies and roads of Kansas, Oklahoma and Texas
Mar. 19, 2002: NASA flight tests validate UAV collision-avoidance technologies
Apr. 23, 2001: Proteus completes Pacific, polar mission
Sep. 23, 1998: Proteus: A High-Altitude, Multi-Mission Aircraft
The Proteus is designed with long wings and a low wing loading needed for efficient high altitude loiter. It excels in stability and low noise.
Proteus is owned by Northrop Grumman Corporation and operated by Scaled Composites, LLC.
Information Downloads (Adobe PDF)
Proteus Mission Users Guide
Proteus Specifications
Customers and Deployments
NASA Dryden - Airborne Science Program
NASA Langley - Earth Science
Spectir
University of Wisconsin – NAST-I
International H2O Project
Press Releases and News
Apr. 08, 2003: Researchers encouraged by collision-avoidance test results
Mar. 26, 2003: Radar system may open skies for unmanned vehicles
Apr. 15, 2002: Massive weather study heads for the skies and roads of Kansas, Oklahoma and Texas
Mar. 19, 2002: NASA flight tests validate UAV collision-avoidance technologies
Apr. 23, 2001: Proteus completes Pacific, polar mission
Sep. 23, 1998: Proteus: A High-Altitude, Multi-Mission Aircraft
V-Jet II
Williams International Press Release:
Walled Lake, Michigan, June 23, 1997 -- Williams International today announced that its all-composite, turbofan- powered "V-JET II" light aircraft is on schedule for its July 31 fly-in and follow-on demonstration flights and exhibition at the Experimental Aircraft Association (EAA) convention at Oshkosh, July 30 to August 5, 1997. Williams also announced that, although the aircraft is early in its program of gradually expanding its flight envelope, the twin-engine "V-JET II" has already demonstrated docile stall characteristics for beginning pilots, and it has flown at 30,000 feet and at 295 knots true air speed. The Oshkosh show will be the first unveiling of the aircraft to the media and public.
Last fall under a competitive procurement program among jet engine companies, NASA selected Williams International to join NASA in a $100 million cooperative effort to revitalize the once-flourishing light aircraft industry in the United States through small turbofan engine technology. Under the program, Williams and its industry team members, which include Williams suppliers and future aircraft company customers, provide 60 percent of the resources and NASA provides 40 percent for the initial engine demonstration phase.
Williams, currently in the component design phase of the engine technology program, is emphasizing low cost manufacturing processes suitable for high quantity production, and is active with key suppliers to minimize material and purchase parts costs. The new Williams engine has been named the "FJX-2."
Dr. Sam Williams, Chairman of Williams International, said, "Our objective is to replace aging, piston-powered light aircraft with all new, four-place single and six-place twin, turbofan-powered modern aircraft. This means we must develop a turbofan in the 700 lb thrust category that is very low in cost at a high production rate, is extremely quiet, is light in weight, and is very reliable."
Not intended for production, the "V-JET II" was designed by Dr. Sam Williams to demonstrate the new Williams FJX-2 high bypass ratio engine characteristics in flight over the anticipated speed and altitude range for the future "turbofan-powered, light aircraft era."
Several Williams "V-JETs" have been designed in past years by Dr. Williams with three full-scale mockups and at least a dozen small models studied to arrive at the present "V-JET II" configuration. The name, "V-JET," started with the forward-swept or V-shaped wing that continues from the early Williams designs.
The "V-JET" has the appearance of an advanced fighter with forward-swept wings. The sleek appearance is not only for marketing appeal but is for sound aerodynamic and structural reasons. The Williams design emphasized, and has now achieved for beginning pilots, very docile stall characteristics (because of the forward-swept wing) and minimum pilot action required in the event of a single engine-out condition (because of the close spacing of the engines in the unique Williams V-tail design).
Williams also revealed today it contracted with Burt Rutan's Scaled Composites organization to start with the Williams preliminary design, to conduct the “V-JET II" detailed design and analysis, and to manufacture the prototype "V-JET II" (that will fly in to the Oshkosh show). According to Dr. Williams, "Burt Rutan and his team have made major improvements to this design and have introduced into this prototype many new, exciting manufacturing processes." Flight testing is being done by Scaled Composites; Doug Shane, acting as Chief Pilot of the program; Matt Gionta, Project Engineer; and Burt Rutan.
The aircraft at Oshkosh this year will be powered by two existing low bypass ratio, 550 lb thrust, FJX-1 turbofan engines developed previously by Williams, These interim engines are being used to check out the aircraft's performance and systems prior to installation of the new high bypass ratio, FJX-2 engines being developed in cooperation with NASA. The new engines are to be installed during the fourth year of the NASA/Williams program and demonstrated at Oshkosh during the year 2000.
According to Williams, the "V-JET II" will be used primarily to demonstrate the new turbofan engines over a range of flight speeds and altitudes that are expected to be required in future turbofan-powered light aircraft. Installation characteristics, engine performance data, noise levels, exhaust emissions, and flight parameters will be reviewed with the aircraft companies that are participating in the program as members of the NASA/Williams General Aviation Propulsion (GAP) team.
Another purpose of the "V-JET II" flight demonstrations will be to stimulate interest on the part of aircraft companies in designing and developing production aircraft utilizing this new propulsion technology. Williams said, "When the public views the 3,800 lb "V-JET II" powered with the existing small turbofan engines, the interest will begin to build. However, later in the program when they view this sleek aircraft powered with extremely quiet, very low cost, light weight, high bypass ration turbofans, the potential for a revival of the light aircraft industry through turbofan power should certainly be underway. I believe every light aircraft pilot dreams of being a jet pilot. This low cost turbofan technology can make this a reality."
The V-Jet II is on display at the EAA Museum in Oshkosh.
Walled Lake, Michigan, June 23, 1997 -- Williams International today announced that its all-composite, turbofan- powered "V-JET II" light aircraft is on schedule for its July 31 fly-in and follow-on demonstration flights and exhibition at the Experimental Aircraft Association (EAA) convention at Oshkosh, July 30 to August 5, 1997. Williams also announced that, although the aircraft is early in its program of gradually expanding its flight envelope, the twin-engine "V-JET II" has already demonstrated docile stall characteristics for beginning pilots, and it has flown at 30,000 feet and at 295 knots true air speed. The Oshkosh show will be the first unveiling of the aircraft to the media and public.
Last fall under a competitive procurement program among jet engine companies, NASA selected Williams International to join NASA in a $100 million cooperative effort to revitalize the once-flourishing light aircraft industry in the United States through small turbofan engine technology. Under the program, Williams and its industry team members, which include Williams suppliers and future aircraft company customers, provide 60 percent of the resources and NASA provides 40 percent for the initial engine demonstration phase.
Williams, currently in the component design phase of the engine technology program, is emphasizing low cost manufacturing processes suitable for high quantity production, and is active with key suppliers to minimize material and purchase parts costs. The new Williams engine has been named the "FJX-2."
Dr. Sam Williams, Chairman of Williams International, said, "Our objective is to replace aging, piston-powered light aircraft with all new, four-place single and six-place twin, turbofan-powered modern aircraft. This means we must develop a turbofan in the 700 lb thrust category that is very low in cost at a high production rate, is extremely quiet, is light in weight, and is very reliable."
Not intended for production, the "V-JET II" was designed by Dr. Sam Williams to demonstrate the new Williams FJX-2 high bypass ratio engine characteristics in flight over the anticipated speed and altitude range for the future "turbofan-powered, light aircraft era."
Several Williams "V-JETs" have been designed in past years by Dr. Williams with three full-scale mockups and at least a dozen small models studied to arrive at the present "V-JET II" configuration. The name, "V-JET," started with the forward-swept or V-shaped wing that continues from the early Williams designs.
The "V-JET" has the appearance of an advanced fighter with forward-swept wings. The sleek appearance is not only for marketing appeal but is for sound aerodynamic and structural reasons. The Williams design emphasized, and has now achieved for beginning pilots, very docile stall characteristics (because of the forward-swept wing) and minimum pilot action required in the event of a single engine-out condition (because of the close spacing of the engines in the unique Williams V-tail design).
Williams also revealed today it contracted with Burt Rutan's Scaled Composites organization to start with the Williams preliminary design, to conduct the “V-JET II" detailed design and analysis, and to manufacture the prototype "V-JET II" (that will fly in to the Oshkosh show). According to Dr. Williams, "Burt Rutan and his team have made major improvements to this design and have introduced into this prototype many new, exciting manufacturing processes." Flight testing is being done by Scaled Composites; Doug Shane, acting as Chief Pilot of the program; Matt Gionta, Project Engineer; and Burt Rutan.
The aircraft at Oshkosh this year will be powered by two existing low bypass ratio, 550 lb thrust, FJX-1 turbofan engines developed previously by Williams, These interim engines are being used to check out the aircraft's performance and systems prior to installation of the new high bypass ratio, FJX-2 engines being developed in cooperation with NASA. The new engines are to be installed during the fourth year of the NASA/Williams program and demonstrated at Oshkosh during the year 2000.
According to Williams, the "V-JET II" will be used primarily to demonstrate the new turbofan engines over a range of flight speeds and altitudes that are expected to be required in future turbofan-powered light aircraft. Installation characteristics, engine performance data, noise levels, exhaust emissions, and flight parameters will be reviewed with the aircraft companies that are participating in the program as members of the NASA/Williams General Aviation Propulsion (GAP) team.
Another purpose of the "V-JET II" flight demonstrations will be to stimulate interest on the part of aircraft companies in designing and developing production aircraft utilizing this new propulsion technology. Williams said, "When the public views the 3,800 lb "V-JET II" powered with the existing small turbofan engines, the interest will begin to build. However, later in the program when they view this sleek aircraft powered with extremely quiet, very low cost, light weight, high bypass ration turbofans, the potential for a revival of the light aircraft industry through turbofan power should certainly be underway. I believe every light aircraft pilot dreams of being a jet pilot. This low cost turbofan technology can make this a reality."
The V-Jet II is on display at the EAA Museum in Oshkosh.
VisionAire Vantage
In early 1993, Jim Rice and Tom Stark of the fledgling VisionAire Corporation visited Scaled with conceptual designs for a new single-engine business jet. Rice, a successful entrepreneur and general aviation pilot, had a vision that such an aircraft would be a market success; Stark, an experienced aerospace engineer and manager, shared that vision, and got to work making it a reality.
Following a design and feasibility study, Scaled was given the go-ahead to build a proof-of-concept prototype on March 8, 1996. Only one problem, though: they wanted to show photographs and films of the airplane flying at the 1996 National Business Aircraft Association (NBAA) convention, scheduled to begin on November 19, 1996.
Under a fixed-price contract, Scaled rolled out the Vantage to a large group of customers and press just 8 months later (November 8, 1996), and performed a picture-perfect first flight on November 16, 1996.
Following a design and feasibility study, Scaled was given the go-ahead to build a proof-of-concept prototype on March 8, 1996. Only one problem, though: they wanted to show photographs and films of the airplane flying at the 1996 National Business Aircraft Association (NBAA) convention, scheduled to begin on November 19, 1996.
Under a fixed-price contract, Scaled rolled out the Vantage to a large group of customers and press just 8 months later (November 8, 1996), and performed a picture-perfect first flight on November 16, 1996.
Raptor
The Raptor Demonstrator high-altitude, long endurance, unmanned aerial vehicle (UAV) program was conducted under a contract from Lawrence Livermore National Laboratory to Scaled Composites, LLC. In order to satisfy rigorous performance criteria of flight up to 65,000 ft and 48 hour plus endurance, a high fuel fraction and light weight composite structure were necessary.
In order to reach altitudes of 65,000 ft, the Raptor used a two-stage turbocharged, 100 hp, highly modified Rotax engine. This propulsion package was successfully tested in an altitude chamber to over 70,000 ft altitude. Additionally, Scaled was responsible for the design, manufacturing, and development of the high-altitude propeller system, a 2-blade all-graphite controllable pitch unit. Scaled also designed, developed, and tested all Raptor flight controls, including autopilot, autonomous navigation, and emergency recovery systems.
In 1995, the Raptor program was transferred to NASA under the Environmental Research Aircraft and Sensor Technology program as a flying test bed for technologies applicable to future high altitude UAVs.
The airplane was flown in a manned configuration to allow testing of changes to the flight control system with minimal risk to the airframe. The safety pilot was provided manual controls which can override control system commands. This somewhat novel approach allowed rapid development of the vehicle handling qualities and evaluation of the flight controls at low cost and program risk.
In order to reach altitudes of 65,000 ft, the Raptor used a two-stage turbocharged, 100 hp, highly modified Rotax engine. This propulsion package was successfully tested in an altitude chamber to over 70,000 ft altitude. Additionally, Scaled was responsible for the design, manufacturing, and development of the high-altitude propeller system, a 2-blade all-graphite controllable pitch unit. Scaled also designed, developed, and tested all Raptor flight controls, including autopilot, autonomous navigation, and emergency recovery systems.
In 1995, the Raptor program was transferred to NASA under the Environmental Research Aircraft and Sensor Technology program as a flying test bed for technologies applicable to future high altitude UAVs.
The airplane was flown in a manned configuration to allow testing of changes to the flight control system with minimal risk to the airframe. The safety pilot was provided manual controls which can override control system commands. This somewhat novel approach allowed rapid development of the vehicle handling qualities and evaluation of the flight controls at low cost and program risk.
General Motors Ultralite Show Car
The Advanced Engineering Staff of General Motors designed a technology demonstration vehicle called the Ultralite, an automobile with interior room capable of seating four full size adults, and with excellent visibility, handling, performance, emissions and fuel consumption. Scaled Composites was selected to design the composite structure for this revolutionary vehicle.
A carbon fiber skin/PVC core sandwich panel structure was chosen for all the primary and secondary structure for the 10 chassis/body components.
Two complete all-graphite vehicle structures were designed, fabricated, and ready for delivery within 12 weeks after program start. The vehicle’s structural weight, including two doors, front and rear bumpers and interior components, was 420 lbs, which was within 1% of the original structural weight estimate.
The Ultralite program conclusively demonstrated Scaled's unique structural design capabilities, stringent weight control, and rapid response characteristics, as well as its ability to work well as part of a team under a very tight schedule.
A carbon fiber skin/PVC core sandwich panel structure was chosen for all the primary and secondary structure for the 10 chassis/body components.
Two complete all-graphite vehicle structures were designed, fabricated, and ready for delivery within 12 weeks after program start. The vehicle’s structural weight, including two doors, front and rear bumpers and interior components, was 420 lbs, which was within 1% of the original structural weight estimate.
The Ultralite program conclusively demonstrated Scaled's unique structural design capabilities, stringent weight control, and rapid response characteristics, as well as its ability to work well as part of a team under a very tight schedule.
Agile Responsive Effective Supports (ARES)
The ARES, Scaled Model 151, was designed initially in response to a U.S. Army request for a Low Cost Battlefield Attack Aircraft (LCBAA). A design study was performed by Rutan Aircraft Factory in 1981 for such an aircraft. Its mission goals were low-altitude, close air support, with long endurance, and with adequate field performance to operate from roads.
Scaled followed up with the concept, and ultimately decided to build a demonstrator aircraft with internal funds. The ARES first flew on February 19, 1990. ARES has flown more than 250 hours, and demonstrated all of its design performance and handling qualities goals, including departure-free handling at full aft stick. During November of 1991, tests of the GAU-12/U gun system installed in ARES were performed, with outstanding results.
Movie buffs may also remember the ARES in its role as the secret ME-263 jet in the screen classic Iron Eagle III.
ARES is currently available for use as a research test bed.
Scaled followed up with the concept, and ultimately decided to build a demonstrator aircraft with internal funds. The ARES first flew on February 19, 1990. ARES has flown more than 250 hours, and demonstrated all of its design performance and handling qualities goals, including departure-free handling at full aft stick. During November of 1991, tests of the GAU-12/U gun system installed in ARES were performed, with outstanding results.
Movie buffs may also remember the ARES in its role as the secret ME-263 jet in the screen classic Iron Eagle III.
ARES is currently available for use as a research test bed.
Stars & Stripes
Scaled completed the structural design, tooling, fabrication, and static testing of an 85 ft span and a 108 ft span rigid sail/airfoil for the America’s Cup Challenge Race. This program was performed under an extremely ambitious schedule with delivery of the first 85 ft span completed structure in ten weeks, and the delivery of a modified second 108 ft span sail structure only eight weeks later.
Triumph
The all-composite Triumph, an 8,500 lb, pressurized 8-place business aircraft, was designed around the brand-new, never flown, Williams FJ-44 turbofan engine. The subsequent test program, which consisted of over 100 hours of flight tests, confirmed the performance and operating characteristics of both the airplane and the engines. The Triumph was tested to over 41,000 ft at speeds up to .69 Mach. Pressurization systems were developed, installed, and tested, basic handling qualities and performance tests were conducted, and a significant body of engine tests was performed.
The Triumph is currently on display in the Blackbird Airpark in Palmdale, California.
The Triumph is currently on display in the Blackbird Airpark in Palmdale, California.
Advanced Technology Tactical Transport (ATTT)
The Model 133-4.62 ATTT proof-of-concept demonstrator is a 62% scaled version of an airplane designed to challenging STOL and long range requirements. The ATTT was developed and test flown by Scaled under contract to DARPA. The initial flight test program consisted of 51 flights with the original cruciform tail configuration, measuring and refining performance, stability and control, and handling qualities. The results of the fabrication and test program were presented in a comprehensive report to DARPA.
The M-133 demonstrator used a unique flap system to enable its STOL performance. The high lift configuration consists of eight Fowler-type flaps, each of 43% chord. The flap system was designed to allow the initial takeoff roll to be performed with the flaps extended, but at low deflections to minimize takeoff drag. The ATTT demonstrated our ability to perform a challenging aerodynamic and structural design, and to build, test, and deliver a very unique flight test program within a very limited budget.
The ATTT is currently in storage at the Air Force Flight Test Center Museum, at Edwards Air Force Base.
The M-133 demonstrator used a unique flap system to enable its STOL performance. The high lift configuration consists of eight Fowler-type flaps, each of 43% chord. The flap system was designed to allow the initial takeoff roll to be performed with the flaps extended, but at low deflections to minimize takeoff drag. The ATTT demonstrated our ability to perform a challenging aerodynamic and structural design, and to build, test, and deliver a very unique flight test program within a very limited budget.
The ATTT is currently in storage at the Air Force Flight Test Center Museum, at Edwards Air Force Base.
Starship
A subscale version of an eleven-place, twin turboprop, high-performance business aircraft developed for Beech Aircraft Corporation. Scaled was hired to design, build and test an 85% scale demonstrator of the Next Generation Business Aircraft (NGBA). Beech required performance and flying qualities data in a short period of time to support their production go-ahead decision. After a 9-month build cycle, Scaled and Beech flew the first 100 flight test hours in only 35 calendar days.
Microlight
Model 97 is a two-place, side-by-side airplane of the 300 lb empty weight class. It has a slightly swept-back canard forward and swept back wings with winglets at the tips. The aircraft was developed for the founder of the Lotus auto company, Colin Chapman.
