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Virgin Atlantic GlobalFlyer (Scaled Composites Model 311)

Type
Ultra long-range experimental aircraft (Ultralangstreckenflugzeug)

Country (Land)
USA/UK

Manufacturer (Hersteller)
Scaled Composites
Mojave, California
USA

Internet: www.virginatlanticglobalflyer.com/

General (Allgemeine Angaben)
Crew (Besatzung): 1

Power plant (Antrieb): 1 x Williams FJ44-3 ATW (“Around The World”)
Thrust (Schub): around 10,2 kN (2300 lbs)

Dimensions (Abmessungen)
Length (Länge): 13,44 m
Height (Höhe): 4,04 m
Span (Spannweite): 34,75 m
Wing area (Flügelfläche): 37,16 sq m

Weights (Massen)
Empty weight (Leermasse): 1623 kg
Typical operating weight empty (Einsatz-Leermasse): about 1700 kg with pilot and equipment
Max. fuel (max. Kraftstoff): 8210 kg on the record flight. JP-4 is used.
Max. take-off weight (max. Startmasse): 9980 kg

Performance (Flugleistungen)
Top speed (max. Geschwindigkeit): around 550 km/h
Cruise speed (Reisegeschwindigkeit): 483 km/h
Normal operating altitude (Einsatzhöhe): 13750 m (45000 ft)
Maximum altitude (max. Flughöhe): 15850 m (52000 ft)
Take-off field length (Startstrecke): 3660 m runway required
Range (Reichweite): 37000 km (36787,56 km needed to fulfil the record attempt)
Endurance (Flugzeit): up to 80 hrs for the world flight (assumes 58 kts tailwinds on average)
Glide ratio (Gleitzahl): 37:1

Costs (Kosten)
No details available. The project is sponsored by Virgin Atlantic.

Customers (Kunden)
The GlobalFlyer is built by Scaled Composites for Richard Branson.

Remarks (Bemerkungen)
The GlobalFlyer was designed for a solo non-stop circumnavigation of the globe. It needed to ride the fast jetstreams to make the distance. Pilot was Steve Fossett. Features of the GlobalFlyer include:

a 2,13 m long pressurized cockpit (10000 ft “cabin altitude” at 45000 ft) for the pilot, which sits in a reclining chair
long wings which can flex considerably. The main spar is 33 m long and made in one piece
Two large booms. They hold much of the fuel, about 2475 kg each. In total there are 13 separate tanks. Fuel fraction on the record flight is 83 per cent, as compared to 73 per cent in the Voyager.
A redundant, digital, 3-axis autopilot system to allow the pilot to relax on the long flight
Two brake parachutes for descent and landing

History (Geschichte)
Burt Rutan showed preliminary designs of a solo round-the world aircraft to adventurer Steve Fossett around 1999, but Fossett only decided on a go-ahead in December 2001.
In 2003, Fossett interested Richard Branson in the project. The attempt was then announced by Steve Fossett and Branson on 23 October 2003 at the Science Museum in London, under the banner of airline Virgin Atlantic.
The Global Flyer was unveiled at the Scaled Composite facility in Mojave, California, on 8 January 2004. The aircraft had been completed in December. A first flight was expected in February. Most tests were to be conducted by Scaled pilots.
At the unveiling it was said that the round-the-world attempt could be made as early as April or more probably in the autumn of 2004. This depended on flight test progress and the jetstream season. Plans for the record attempt included a take off from an airfield in the mid-Western United States (Texas, Kansas or Nebraska) for an eastbound journey across the Atlantic to the UK, then on to the Gulf, China and Japan and over the Pacific around Hawaii back to the USA. A mission control centre will be installed in New York, it was announced.
The Scaled Composites Model 311 (Virgin GlobalFlyer) flew for the first time on 5 March 2004 from Mojave. The flight, piloted by Scaled's Project Engineer and Test Pilot Jon Karkow, lasted one hour and thirty minutes. After liftoff, the aircraft climbed to 12,000 feet and conducted stability tests from near stall (54 kts) up to a speed of 110 kts. The tricycle landing gear was retracted and extended and the effectiveness of the airplane's descent and landing drag chutes was evaluated. Jon reported that the airplane had “excellent flying qualities”. All aircraft systems operated well and the aircraft returned with no maintenance squawks, Scaled said. Takeoff weight was 2380 kg.
The GlobalFlyer's eighteenth flight was completed on 29 October 2004. The purpose of the five-hour flight was to evaluate changes to the environmental, fuel and flight control systems at altitudes up to 45,000 feet. Cruise and climb performance data were also gathered. A lot of testing had been accomplished since the update after flight five. The first five flights showed that the aircraft had good basic flying qualities and promising performance. The focus of the flight test program since then had been on expansion of the flight envelope, verification of systems operation and reliability and on measurement of takeoff and cruise performance. The aircraft had flown to 542 km/hr (Mach 0.51) at 45,000 feet (13,716 m). Takeoff weights to 16,000 lbs (7,257 kg) had been tested.
In the autumn of 2004, reports indicated that the round-the world flight was now planned for early 2005. On December 1, it was officially announced that the launch site for the Virgin Atlantic GlobalFlyer record attempt will be the Salina Municipal (KSLN) Airport, Kansas, USA. Mission control will also be based in Salina at Kansas State University at Salina. It was said that the record attempt was planned to take place from early January 2005 dependent on favourable weather conditions and the route will take the aircraft over cities such as Montreal, London, Paris, Rome, Cairo, Karachi, Shanghai, Tokyo, Honolulu, Los Angeles and Chicago.
The 23 rd flight took place on December 16, 2004. In mid-December, the GlobalFlyer was ferried to Salina by Fossett for standby. At the end of January, a start on February 8 was considered.
On 26 February, Fossett decided to set take-off on the record attempt for the afternoon of 28 February, as weather and airplane preparation looked good.
The record attempt started at 18:47 CST on 28 February 2004 in Salinas. It was a smooth take-off from runway 35, except for a moment when the aircraft dipped dramatically towards the runway. "When it dipped we were a little bit nervous," Sir Richard Branson said afterwards, although test pilot Jon Karkow said it was not an unusual procedure during a climb. 8000 people watched the event.
Around 13 hours into the flight, the aircraft had used 13100 pounds of fuel, which was to plan. Intermittent satellite navigation system failure had been an annoying problem in the first couple of hours after take-off.
On 1 March at 13.00 local time Salina, Fossett was approaching Libya. The halfway stage was reached later on 1 March after 16575 km and 27 h 13 min flight time. GlobalFlyer was then just entering Pakistan airspace. Highest altitude reached so far was 49500 ft.
While above the Pacific, questions on remaining fuel arose, as some 2300 lbs were mysteriously missing. But good tailwinds would ensure that Fossett reaches the US mainland, so the decision was made to carry on past Hawaii.
Steve Fossett crossed the coast of California on the morning of March 3, with 1900 lbs (860 kg) of fuel left. Fuel consumption at this point was about 46 kg per hour.
The GlobalFlyer landed back at Salina on 3 March at approx. 13:50 local time, after covering a distance of almost 32180 km. Elapsed time was 67 h, 2 min, 38 sec, translating into an average speed of 480 km/h. Fossett looked tired but well after nearly three days surviving only on “power napping” and a dozen diet milkshakes. He was greeted by his wife Peggy and Richard Branson.

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Last updated 4 March 2005

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