Designed by Thomas W. Scanlan, the SG-1A was designed and built in 1970 as an inexpensive, easy-to-build ship with gentle flight characteristics. No special jigs or tools are required other than a welding rig and common hand tools. The boom-and pod design, which has been static load tested to 9g without failure, features a strut-braced aluminum wing with upper- surface spoilers, a fixed wheel and a nose skid. While the prototype had constant chord, V-strutted wings; the A version has double-tapered wings with single struts. Structure: all-aluminum (spars, ribs and skin) wing; steel-tube, fabric-covered fuselage and tail.
The Courlis is of all-metal construction, and the hinged entrance door allows the fitting of a stretcher or bulky freight.
First flown on 9 May 1946, the S.U.C.10 Courlis (Curlew) was manufactured by the Societe dd’Etudes et de Constuctions Aero-Navales. 135 being built.
Engine: 180 hp Mathis 8G or 175 hp Mathis 8G-40 Wingspan: 37 ft 8 in Length: 26 ft 10 in Height: 8 ft 9.5 in Empty weight: 2180 lb Loaded weight: 3386 lb Max speed: 143 mph Cruise: 124 mph Service ceiling: 13,120 ft Range: 621 mi
A light monoplane flying-boat designated SCAN 20, was built secretly in 1941 during the German occupation of France.
Powered by a 325 hp Bearn 6D, the SCAN 20 was fitted with dual controls. The instructor and pupil were side-by-side, with two additional seats behind.
First flying on 6 October 1945, the SCAN 20 was built by Societe de Constructions Aero Navale, with delivery of 23 to French Navy under way in 1951.
Engine: 325 hp Bearn 6D Wingspan: 49 ft 2.5 in Wing area: 344 sq.ft Length: 38 ft 6 in Height: 11 ft 10.5 in Max loaded weight: 5511 lb Max speed: 143 mph at 6560 ft Cruise: 124 mph Ceiling: 16.405 ft Range: 621 mi
Allen first announced the Stratolaunch in 2011. Being the largest aeroplane in the world, it’s intended to fly into low Earth orbit and launch an Orbital ATK’s Pegasus XL rocket into space. The rocket is designed to carry small satellites that weigh up to 454kg into orbit. Once the Stratolaunch hits an altitude of 10,668m, the rocket that’s tethered to its belly will finish out the journey. If Allen’s full ambitions are realised, the company will be able to send crewed missions into space at a lower price than Russia is charging NASA.
Stratolaunch is designed to carry up to three Pegasus XL air launch vehicles, each capable of hauling a 1,000-pound satellite into low Earth orbit. The company says it’s looking into medium and large, solid and liquid fueled launch vehicles, which would boost the size of satellites they could carry.
Test flights were supposed to begin in 2016, but that deadline came and went. Aerospace engineer Burt Rutan and his team were at work on the massive aeroplane all this time.
This is a first-of-its-kind aircraft, so the aircraft was to start testing at the Mojave Air and Space Port with plans for a launch demonstration in 2019. The plane is the largest in the world based on wingspan, measuring 385 feet.
The Scaled Composites Model 351 Stratolaunch is an aircraft built for Stratolaunch Systems by Scaled Composites to carry air-launch-to-orbit rockets. In early 2011, Dynetics began studying the project and had approximately 40 employees working on it at the December 2011 public announcement.
In May 2012, its specially constructed hangar was being built at the Mojave Air and Space Port in Mojave, California. In October 2012, the first of two manufacturing buildings, a 88,000 sq ft (8,200 m2) facility for construction of the composite sections of the wing and fuselage, was opened for production.
By June 2016 Scaled Composites had 300 people working on the project. By May 1, 2017, Stratolaunch had already spent hundreds of millions of dollars on the project. On May 31, 2017, the aircraft was rolled out for fueling tests, and to be prepared for ground testing, engine runs, taxi tests, and ultimately first flight.
Stratolaunch has a twin-fuselage configuration, each 238 ft (73 m) long and supported by 12 main landing gear wheels and two nose gear wheels, for a total of 28 wheels. Each fuselage has its own empennage and the twin fuselages are 95 feet apart.
The pilot, co-pilot and flight engineer are accommodated in the right fuselage cockpit. The flight data systems are in the left fuselage. The unpressurized left fuselage cockpit is unmanned with storage space for up to 2,500lb of mission specific support equipment. Both fuselage cockpits are pressurized and separated by a composite pressure bulkhead from the remainder of the unpressurized vehicle.
At 385 ft (117 m), it is the largest plane by wingspan, surpassing the Hughes H-4 Hercules flying boat of 321 feet (98 m). The main center section is made up of four primary composite spars supported by four secondary spars. The center section of the high-mounted, high aspect ratio wing is fitted with a Mating and Integration System (MIS), developed by Dynetics and capable of handling a 490,000 lb (220 t) load. The wing houses six main and two auxiliary fuel tanks, with the main tanks located inboard adjacent to an engine. The auxiliary tanks are located in the inboard wing where the load-carrying structure joins the fuselage.
Stratolaunch is powered by six Pratt & Whitney PW4056 engines positioned on pylons outboard of each fuselage, providing 56,750 lbf (252.4 kN) of thrust per engine. Many of the aircraft systems have been adopted from the Boeing 747-400, including the engines, avionics, flight deck, landing gear and other systems, reducing development costs.
The flight controls include 12 cable-driven ailerons powered by hydraulic actuators, split rudders, and horizontal stabilizers on twin tail units. The wing has 14 electrically signaled, hydraulically actuated trailing-edge split flaps that also act as speed brakes. The hydraulic system and actuators, electrical system, avionics, pilot controls, and flight deck are from donor B747-400s. Approximately 250,000 lb of the aircraft’s takeoff weight of 1,300,000 lb is from B747-400 components. Much of the design is based on the Boeing 747-400, replicating much of the avionics, engineering, power plants, and more to reduce the $400 million cost of the project.
Within Scaled Composites, its model number is M351. It is nicknamed “Roc” after Sinbad’s Roc, the mythical bird so big it could carry an elephant.
Initially, flights will be under an experimental certification from the FAA.
The Stratolaunch has a wingspan of 117m, it uses six 747 jet engines, sits on 28 wheels, can carry 113,400kg of fuel, and weighs 226,800kg without fuel. In order to take off, it needs about 3660m of runway.
The Stratolaunch is intended to carry a 550,000-pound (250 t) payload and has a 1,300,000-pound (590 t) maximum takeoff weight.
In December 2017, registration N351SL first low-speed taxi test took it to 25 knots (46 km/h) on the runway powered by its six turbofans to test its steering, braking, and telemetry. Higher-speed taxi tests began in 2018, reaching 40 knots (74 km/h) in February, and 78 kn (140 km/h) in October. On January 9, 2019, Stratolaunch completed a 110 knot (219 km/h) taxi test, and released a photograph of the nose landing gear lifted off the ground during the test.
In January 2019, three months after the death of Stratolaunch founder and Microsoft co-founder Paul Allen, Stratolaunch abandoned the development of its PGA rocket engines and dedicated launchers. Stratolaunch was then reported to be aiming for a first flight within a few weeks and a first launch from the carrier in 2020.
The aircraft first flew on April 13, 2019 at 06:58, at the Mojave Air and Space Port, reaching 17,000 ft (5,200 m) and 165 kn (305 km/h) in a 2 h 29 min flight. Tests included various flight control manoeuvres to calibrate speed and evaluate flight-control systems, including roll doublets, yawing manoeuvres, pushovers and pull-ups, and steady heading sideslips. Test crew Evan Thomas and Chris Guarente also flew simulated landing approach exercises at an altitude of 15,000ft.
The company ceased operations the next month, and placed all company assets, including the aircraft, for sale for US$400 million by June 2019. Cerberus Capital Management acquired Stratolaunch Systems including the Stratolaunch aircraft in October 2019. Stratolaunch announced in December 2019 that it would now be focusing on offering high-speed flight test services.
So far, only one flight has been carried out.
Model 351 Stratolaunch Powerplant: 6 × Pratt & Whitney PW4056 turbofan, 56,750 lbf (252.4 kN) thrust each Wingspan: 385 ft (117 m) Length: 238 ft (73 m) Height: 50 ft (15 m) Empty weight: 500,000 lb (226,796 kg) Gross weight: 750,000 lb (340,194 kg) with no external payload Max takeoff weight: 1,300,000 lb (589,670 kg) External payload: 550,000 lb (250,000 kg) Maximum speed: 460 kn (530 mph, 850 km/h) Range: 1,000 nmi (1,200 mi, 1,900 km) radius Ferry range: 2,500 nmi (2,900 mi, 4,600 km)
The Scaled Composites 401 Son of Ares single-seat aircraft empty mass is 1814 kilograms and the maximum take-off weight is 3629 kilograms. The wingspan and length are 11 meters. The power plant is a Pratt & Whitney JTD-15D-5D bypass turbojet engine with a maximum thrust of 1381 kilograms. The Model 401 is slow-moving: Mach 0,6 at an altitude of over 9 kilometers. In cruise mode, the Son of Ares can stay in the air for about 3 hours.
The plane took off for the first time on October 11, 2017.
The aircraft only occasionally appeared in the skies over the Mojave Desert in California. Son of Ares does not have installed weapon and even a place for it is not provided.
A couple of prototypes built by 2017 were named “Deimos” and “Phobos” (tail numbers: N401XD Deimos and N401XP Phobos). According to mythology, Deimos with Phobos were the sons of the god Ares. There is speculation that option D is a drone with an opaque dome instead of the cockpit.
On the second flight model of the Model 401, a matte gray finish could be seen. Given the prevalence and development of infrared guidance systems that can partially devalue stealth technology, it can be assumed that Scaled Composites were testing a new cloaking system.
The first time the Model 401 seriously attracted attention was in the middle of 2020, when it took to the air, completely covered with mirror film. The flight of the mirror plane over the China Lake airbase was accompanied by the Proteus aircraft. The Proteus was carrying a container under the fuselage with signs of optical systems. The logic of those observing this couple was very simple: the specular coating of the experimental Son of Ares is necessary to reflect the rays, and they are clearly not solar. The working hypothesis was testing a secret coating designed to reflect combat lasers. Proteus in this story acts as the carrier of the container with laser weapons. Of course, the power of the emitter was artificially lowered: after all, a manned aircraft acted as a training target.
The use of a similar gray coating on aircraft is to scatter laser beams of guidance and destruction systems. On some flights of the mirrored and matt Model 401 aircraft, an F-15D Eagle acted as an escort. And under its fuselage was also seen a container with optical equipment. All indications are that the Son of Ares program is being considered by the military as a testing ground for technological innovations for the Air Force and Navy.
Son of Ares N401XP at the end of October 2020 had a mysterious hardware unit under the cockpit. The flights took place in the Mojave Desert and were accompanied by a completely traditional training T-39 Sabreliner. No specific equipment was seen on the escort plane. In this case, the Model 401 acted as a carrier of laser weapons, in flights they worked out the tactics of its use. The characteristic shape of the block probably indicates the need to cool the equipment hidden inside.
An unknown container under the fuselage of the Son of Ares believed to be a solid-state combat laser.
The uniqueness of the Model 401 program lies in its ambiguous secrecy. On the one hand, on the official website of Scaled Composites there is not a word about the experimental aircraft, and on the other hand, the aircraft is photographed by everyone who is not lazy. The reason for the creation of such an expensive aircraft with a carbon fiber fuselage, assembled according to the precepts of the Stealth technology, is not fully understood. It is too expensive to develop such an aircraft solely as a platform for testing new technologies – after all, you can use a lot of other aircraft. The double nature of the use of the experimental aircraft cannot be disregarded. Such “secret” PR can serve to attract the attention of potential investors to the Model 401 civilian use program.
On June 23, 1997, Williams International 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.
In 2010, Williams was 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 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 3800 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.”
NASA partnered with the general aviation industry in introducing the V-JET II, a turbofan-powered jet. NASA awarded Williams International a 37 million dollar developmental grant to design and build such a small jet engine.
Burt Rutan and his Scaled Composites were contracted to build the V-JET II. While the overall configuration had been created by Sam Williams, it was up to Burt and his staff to do the detail design work and then execute it in the new, composite construction method Scaled Composites had developed.
A the time of its first flight on April 13,1997, as a five seat jet, the VJET II was powered by two Williams International FJX-1 turbofan engines.
Engines: two Williams International FJX-1 turbofan Span: 35.3 ft Length 31.1 ft Height: 9.8 ft Max TO Weight: 3,800 lb Empty Weight: 2,200 lb Take off Distance 5000 ft / IS A (25°C): 3,000 ft Take off Distance SL / std day: 2,300 ft Climb rate (SL): 3,200 ft/min Time to climb: 8 min to 18,000 ft High speed cruise: 370 knts Range – max fuel: 2600 miles Range loaded: 1800 miles Seating: 6
The all-composite Triumph, an 8500-lb, 41,000-ft capable, pressurized 8-seat corporate aircraft, was designed around the then-unflown Williams FJ-44 turbofan engine. In 1988, Scaled performed the first flight of the Triumph, which was also the first flight tests of the FJ-44. The subsequent test program, which consisted of over 100 hours of flight tests, confirmed the performance and operating characteristics of both the engines and the airplane. 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 were performed.
Test flying began in 2004 in the US on an aircraft designed to fly around the world by a single pilot and without refuelling. Known as the Global Flyer, or Scaled Composites Model 311, it made the first of several flights which tested its controls and systems, including its “drag chutes” used during descent and landing.
The GlobalFlyer is a single seat, turbofan powered airplane designed to fly around the world nonstop, unrefueled. It achieved this milestone for the first time on March 03, 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 took off and landed in Salina, Kansas.
The second world-record flight was completed on February 11, 2006 when Pilot Steve Fossett made an emergency landing at Bournemouth Airport in England. Kennedy Space Center was chosen for the takeoff, which took place on February 8. The flight had many stressful moments. Despite this, Steve was able to accomplish the goal of the “Ultimate Flight” by breaking the previous world distance record for an airplane, which was set by the Voyager in 1986 (24,987 miles), as well as the aviation long-distance record set by the Breitling Orbiter Balloon in 1999 (25,361 miles).
Aerodynamics are key to this aircraft, and its configuration is optimized for range and fuel efficiency. The aircraft’s shape has been designed using computational fluid dynamics to predict how the aircraft’s surfaces will behave in flight. The aircraft is so aerodynamically efficient that the only practical way to descend is using drag parachutes. As the aircraft is only required to land once, these aren’t detachable and take time to reset.
The aircraft is a trimaran-like construction with two huge external ‘booms’ which hold the landing gear, and 5,454 pounds of fuel on either side of the pilot’s cockpit in the center on top of which is the single Williams turbofan jet engine. The construction materials used for the structure of this aircraft are all graphite/epoxy. The stiffest carbon fibers are used in the construction of the wings, and the skin is a sandwich of graphite/epoxy and Aramid honeycomb.
The aircraft doesn’t have what is known as ‘deicing’ or ‘anti-ice’ measures. This means that it is not able to fly in ‘icing’ conditions. In addition, it does not cope with turbulence very well in the early part of the flight when the aircraft is heavy and structural margins low; so weather will be an important factor in choosing when and where to take off from.
The pilot sits in the main fuselage, the center pod, just behind the nose landing gear and below the engine. He also sits in front of the main fuel header tank which feeds the engine. Early on in the project, there were huge obstacles to overcome caused by engine noise levels, but those were quickly overcome with the addition of insulation. The cabin is pressurized because of the altitude which gives a ‘cabin altitude’ of 10,000 feet at the 45,000 feet the plane actually flys at.
There are thirteen fuel tanks all in all, and on take-off, it is expected that this aircraft will be 83% fuel by weight. Getting fuel to where it’s needed whilst maintaining the balance and stability of the aircraft is a feat that will require constant supervision and monitoring. The fuel itself is a special fuel that has a much lower freezing point than regular aviation fuel.
The ARES, Scaled Model 151, was designed initially in response to a U.S. Army request for a Low Cost Battlefield Attack Aircraft. A design study was performed by Rutan Aircraft Factory in 1981 for such an aircraft. The original LCBAA design was for a pusher turboprop aircraft, of generally the same aerodynamic configuration you see here. It also was designed around a 30mm chain gun. Its mission goals were low-altitude, close air support, with long endurance, and with adequate field performance to operate from roads. Its structure and systems were simple enough to be maintained and repaired in the field.
Scaled followed up with the concept, and ultimately decided to build a demonstrator aircraft with internal funds. By the time construction started in 1986, the design had evolved to the current configuration: a single Pratt and Whitney Canada JT15D-5 turbofan engine (same as in the Beechjet / T-1A Jayhawk), and a GAU-12/U 25mm gatling gun.
The ARES first flew on February 19, 1990, with Scaled test pilot Doug Shane at the controls. Since that first flight, the 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, under a contract from the U.S. Air Force, initial ground and flight (air-air and air-ground) tests of the GAU-12/U gun system installed in ARES were performed, with outstanding results.
Movie buffs may also remember the ARES villainously portraying the secret ME-263 jet in the screen classic Iron Eagle III.
The Model 133-4.62 Advanced Technology Tactical Transport (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 Composites, Inc. 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 .
In an effort to improve the aft loading capability of the aircraft and to correct aerodynamic deficiencies discovered during the test program, the ATTT aircraft was modified with a twin-boom tail whose general configuration was similar to that of the Rockwell OV-10 Bronco. This modified configuration is shown in the accompanying photograph. Pratt and Whitney of Canada PT6A-135A turboprop engines were attached to the twin booms in a tractor configuration. A simple fully mechanical flight control system was installed, with full control available from both seats. The Scaled-designed landing gear is actuated using electric motors.
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. As rotation speed was neared, the flaps were quickly rotated to the maximum lift position via a separate pilot action. The ATTT was a key program for Scaled. It demonstrated our ability to perform a challenging aerodynamic and structural design, and to build, test, and deliver what amounted to two different manned research airplanes, including all design and flight test data, to DARPA for less than 3 million dollars, including all recurring and nonrecurring costs.
The Scaled ATTT (also seen as AT3) was flown in two different configurations. First as Model 133-3-62 with a conventional tail section with cruciform tailplanes. First flight 29 December 1987. Later in the test programme small endplates were added to the horizontal tail. During 1989 it few again as Model 133-4-62 with the twin tail booms. Engines were two 850hp P&WC PT6AS-135A end registration was N133SC.
In original form wingspan was 53.208ft, length 44.854ft and height 14.075ft. Internally the project was referred to as SMUT (Special Mission Utility Transport). It was an approx. 62% scale technology demonstrator for a planned ATTT -Advanced Technology Tactical Transport and some money may have come from DARPA – Defence Advanced Research Projects Agency.
The ATTT is in storage at the Air Force Flight Test Center Museum, at Edwards Air Force Base.
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