SpaceShipTwo is fairly similar in appearance to its progenitor, save for the larger size necessary to carry six passengers and two pilots. But White Knight Two is substantially different, featuring two fuselages and four PW308A engines. In addition to its primary role of carrying SS2 to launch altitude, WK2 will also be used for training future passengers in a weightless environment prior to their SS2 flight. In fact, one fuselage will be an exact replica of SS2. This harkens back to the original project, in which White Knight had the same cockpit and controls as SpaceShipOne. The second fuselage is reported to be intended for carrying passengers of lesser means on flights into the stratosphere. It may not officially be spaceflights, but at WK2’s intended 60,000′ ceiling, it’s still about twice the altitude of your average airline flight.

WK2 is reportedly about 70% complete at Scaled Composite’s facility at Mojave Spaceport, with flight testing scheduled for this summer. And while there’s no official word, AvWeb editors believe that WK2 may well make its public debut by flying to EAA AirVenture in July. Well, I’ve been meaning to make the pilgrimage to that event sometime anyway… just what I need, another show to make it to this year.

At a price of $200,000, the chance to fly up to the edge of space still can’t exactly be called cheap. However, it is still substantially less money than the $30 million some have paid to the Russian Space Agency to visit the ISS. So for people like me who have been fascinated by spaceflight for their entire life… well, we can hold out hope that some combination of dropping prices and increasing net worth could put us up into a black sky one day.

I got to see Rob for the first time at Oceana 2007. I knew of him from the ASB community, and had seen a couple of videos of his performance in his new MX2 aircraft. Well, as some of you might know, watching aerobatics in a video rarely gets you anything like the effect of seeing it in person, and this was no exception. Rob put on a dynamic and absolutely astounding performance. He did things with the MX2 that I’ve not seen any other airplane do. All in all, he’s a first-class performer, and having interacted with him at ASB, I can say that he’s a first-class individual as well.

So, without further ado, let’s get to the video.

Links: AirShowBuzz MX2 Aircraft Rob Holland Ultimate Airshows

For 2008, I’ve decided that I want to bump my show attendance up.  This has been difficult in the past, when I worked a job that required I be there nearly every weekend.  I was able to swing two or three weekends off in a year, but that was about it.  This year, I expect to have left that place behind by the time show season rolls around.  I had hoped that Airshow Chattanooga would make an appearance this year, but it doesn’t look like that’s going to be the case- at least they’re not showing up on the team dates so far.  But there is a good side- the Blue Angels have a show date in Smyrna, TN, a relatively short hour and a half from me.  That one’s definitely on the list.

Next up, I have something of a debt to repay.  Last year, I flew from my new Tennessee home to Virginia Beach for the Oceana show- completely worth the expenditure, I might add.  But wait, there’s more.  I have an acquaintance I know via online communication who lives in California, and is a fellow airshow fan and general aviation nut.  Well, somehow, I convinced him to fly out to Virginia Beach for Oceana as well.  So, this year, I’ve gotta pay him back with a visit to a big West Coast airshow.  Not quite sure yet what I wanna do for this.  The Blues will be at NAF El Centro as well as MCAS Miramar, the latter being sort of the west coast’s Oceana equivalent.  There’s also the Thunderbirds at March ARB, right around the corner from my friend’s little neck of the woods.  I think I’ll wait for more extensive schedules to come out before I make this decision.

Going back to Oceana for a bit… I’m going for that.  No question.  Always a great show, tons of heavy metal in the sky.  And then there’s Langley, over in that vicinity, too.  I’m gonna plan on flying out for that, too.  Not quite as impressive as Oceana in my experience, but it is home of the ACC and therefore home to lots of Air Force fighters.  Yeesh, now I’ve committed to three flying trips for shows for the year.  And finally, we’ve got the Thunderbirds at Dobbins ARB near Atlanta to cap off the year.  Oh, and after cruising down for the Great Georgia Airshow this past year, I expect I’ll journey down for that one as well.  And I almost forgot- the Tennessee Museum of Aviation at Knoxville hosts a couple of warbird fly-ins every year… and I do love some warbirds, especially the two P-47s and the TBM Avenger they’ve got up there.

So there we have it- still over two weeks from the new year, and I’m making plans for maybe seven(!) airshows.  I better start saving up some money for all this… and probably buy another SD card for the camera… and maybe a lens… jeez, it’s getting worse. 

2008 team schedules:  Blue Angels  Thunderbirds  Snowbirds

It’s been a little under two years now since the disassembled SHAR first arrived at its new home in Maryland. Since then, it’s been an odyssey of part hunting and USMC mechanic borrowing, and moreso, a demonstration of the dedication of the volunteers working in the plane. But this past Saturday, the SHAR took to the air in the hands of Nalls, and the team celebrated a successful first day of flying. Sunday saw more flight time, but 15 minutes into the second flight, Art got a hydraulic warning. After a few troubleshooting steps, the decision was made to make a vertical landing at nearby NAS Patuxent River. On touchdown, the nose gear and starboard outrigger promptly collapsed. Art has posted a full update as well as a chase plane video of the landing at his site.

A little background about Art Nalls- he graduated from the US Naval Academy and commissioned as a Marine second lieutenant, and went on the fly the AV-8A Harrier operationally. He was later chosen to attend test pilot school, and as a test pilot, he helped fly the new then-new AV-8B Harrier II. Art is also well-known for his time performing jet engine airstart tests. This consists of intentionally shutting down the engine in the air- an airplanes that are generally not known for their gliding ability- and then allowing the engine to cool for a period of time before restarting. As a result of this, Art has over six hours of engine-off time in single-engine jets. Certainly this is a unique claim. After retirement, Art joined the CAF, and now flies his L-39 and Piper Cub at shows across the country.

Nalls Aviation

So it was October 14, about 3 PM, and the Great Georgia Airshow had concluded. The crowds were moving en masse towards the buses that would take them back to the parking area. I, however, was not part of this mass exodus, as my day wasn’t over yet. Jim Buckley, of the CAF’s Dixie Wing, was going to be taking me up for a hop in his SNJ. As much as I love to watch air shows and take lots of photos, under the enjoyment of my day had been the anticipation of this flight. But first there was still some waiting for me- there were a few people ahead of me for flights.

The SNJ was the Navy’s variant of the prolific North American AT-6 Texan. This aircraft served as an advanced trainer for Allied pilots during World War II. This airplane was the last step for many pilots before stepping up to the high-performance fighters of the day, planes like the classic P-51 Mustang. All told, AT-6 variants trained several hundred thousand pilots in 34 countries, and 15,495 of them were manufactured. These planes remain popular warbirds to this day, and over 350 are still airworthy.

I headed back to the CAF tent after the show’s end and chatted with some of the other members there until Jim showed up. I hadn’t met him before, so I was introduced, and found that he had three other rides that would be going before me. So I had roughly two hours worth of waiting, which I used by helping the CAF guys take down their tent and pack up all their stuff. That still didn’t take up all the time, so I wandered back to the show line and started shooting the last few planes departing, as well as the Dixie Wing’s P-51 Mustang, which was also doing some rides for folks. In the process, I got to speak with the families of the two folks going up with Jim before me, and one man whose name I forget was nice enough to volunteer to snap some photos of me in the SNJ with my camera before we went up. Since I had traveled alone to the show, this was a great gesture for me.

Finally, the wait was over. Getting into the rear cockpit was a bit interesting, although being a tall guy with long legs helped. You step up onto the wing, and then there’s a teeny little step on the fuselage aft of the wing that’s a bit of a stretch. Swing over the side, slide down into the seat, and get acquainted with the harness. Supposedly there was a seat height adjustment lever, but I was never able to find it, and a quick check of the canopy in the closed position showed that I wasn’t going to hit my head. Meanwhile Jim had moved into the front seat and was getting himself secured. On with the headsets, a quick check that we could hear each other, and it was time to bring the big old radial to life. Suddenly it got very windy in the cockpit. It seems that North American didn’t think that side armrests were a necessary feature, so I was just resting my arms on the canopy rails, watching my T-shirt sleeves flap wildly in the man-made breeze.

Now, prior to this, I’d had a bit of flight time in the right seat of a Cessna 172, as well as a discovery flight in the left seat of a C152. So having found myself in a taildragger, I had a whole new view on things. Visibility out the front while taxiing was quite limited; I can only imagine what it’s like in a Mustang with that long nose. (though I’d love to find out!) On the other hand, I was in the back seat, with a rollover hoop right in front of me, which didn’t help matters any. In any case, we were soon in the runup area, and Jim pushed the throttles up and I started to get a feeling for the power in the nose of this machine. Feeling the plane quiver and shake and beg to be released was like watching a dog commanded to stay after its owner has thrown a stick.

And then we were out on the runway and rolling- and then there was that wonderful transition between rolling and flying. I absolutely love the sensation as the bumps in the runway get softer and then vanish as the plane starts climbing, and this was no exception. Before long I heard what may have been the greatest words of my life at that point: “OK, we’re at 2300 feet- let me get us trimmed and you can do some flying.” Yes, please. Just like that, I was flying an airplane that had trained untold numbers of fighter pilots- of my grandfather’s generation. A great feeling, to be sure. Now, with my limited flight experience, the maneuvers I executed were quite limited; turns with varying degrees of bank, up to about 45 degrees. I was pleased to find that despite looking somewhat like a big beast, the SNJ was very light on the controls and an absolute pussycat to fly. I suppose it’s not all that surprising, since it is a trainer. I was even more pleased when Jim complemented me on my flying. He even offered to sign off on the dual time if I got myself a logbook and came back down to see him sometime.

After about ten minutes of grin-inducing flight, Jim took the controls back to demonstrate a few maneuvers. First was a few lazy eights, one of many figures I’d not experienced. Then I had my first experience with some G-forces as Jim put us into a nice 2-G turn- that was a sensation that was not at all like I had expected, and I actually felt a small shred of sympathy for those folks who get incentive rides in Blue Angel #7 and find themselves on Youtube making funny faces and taking naps. We also made a low pass over a local grass strip, which helped to give me a nice sensation of how fast we were going- much more noticeable at 500 feet than 2300.

Alas, about this time the sun was almost at the horizon, so it was time to head back to FFC. Given the backseat visibility, I was amazed that anyone could safely land this thing from back there. It certainly wasn’t a job for a novice like me. Back on the ground, we taxied down to the CAF hangar, shut down, and I thanked Jim profusely for an awesome experience. During the ride back up to Chattanooga, I decided that I’d definitely attend this show next year- and this time, I’d save up the necessary money to go up in the P-51D. Now I’ve just got to get myself a logbook and go back down to see Jim. I’d love to have my first-ever logged dual time be in an SNJ.

 I arrived in Peachtree City just after 9AM, and received my first good news of the day.  Since I had elected to bring only two wheels down with me, I parked on-site at the airport rather than having to ride a bus in from a remote parking area.  Very nice.  Once I was de-geared and lathered up with sunscreen- I’m “blessed” with excessively fair skin- I got my ticket and was in.

 Now most of the shows I’ve been to have been large military shows.  In particular, Langley and Oceana were both annual events for me when I still lived in NC.  And while those types of shows have their attractions- including but not limited to tons of military hardware, lots of military demo teams, and of course, free admission- small shows like Peachtree make up for their lack of big iron with a great cozy spirit.  I spent most of the show on the north ramp, right in among the warbirds that were periodically coming and going.  Seeing- and feeling- the Raptor fly is great, but there’s also something to be said for being so close to a taxiing P-51 that the prop blast de-hats several people standing near me.

 Speaking of warbirds, this show was heaven for a piston lover like me.  The CAF’s Dixie Wing lives at KFFC, so right off the bat we’ve got their collection present in addition to those warbirds visiting for the show.  The aviating kicked off with one of the most heart-thumping warbird flights I’ve witnessed.  In the air simultaneously were a P-51 Mustang, P-47 Thunderbolt, no less than four AT-6s and SNJs, a PBY Catalina, the gorgeous B-25 “Pacific Prowler”, an SBD Dauntless- of which there are three still airworthy, a C-45 Expeditor, a PT-6, and finally, a Japanese “Kate” torpedo bomber replica (actually a highly modified AT-6).  Gazing up at all these beautiful props, I felt transported back in time 60 years.

 Another new experience for me was seeing two airliner flybys.  I’ve done plenty of airport spotting in my day, but seeing a 757 come hauling past at 1000’ is, to say the least, impressive.  The 757 in question was Delta’s pink plane, a symbol of their partnership with the Breast Cancer Research Foundation.  This jet was first unveiled in October 2006 for Breast Cancer Awareness Month, and is now celebrating her first anniversary raising awareness.  We got three passes from this bird, and later we got to see a World Airways MD-11.  What this plane lacks in speed compared to the 757, it makes up for by emitting far more noise!

 A few other notable acts included the Aeroshell Team.  While I’d read plenty about these folks, I’d never seen them in person, and they impressed me by performing several unique and graceful maneuvers.  They also succeeded in laying down enough smoke to produce localized IMC on the field!  Also on hand was Gary Ward, flying a routine in the new MX-2 aerobatic aircraft.  The capabilities of the MX-2 are astounding- I first saw Rob Holland fly an amazing demo at Oceana this year, and Gary confirmed for me that the MX-2 may just be the future of unlimited-class aerobatics.

 Other demos on Sunday included the Air Force’s F-16 “Viper East” demo team, plus C-17 and C-130 demos, the Air Force Academy jump team, Greg Koontz doing a comedy routine in a Cub as part of the “Alabama Boys” as well as a Super Decathlon demo, Charlie Kulp’s classic “flying farmer” act, the Red Eagle Air Sports team, and Ed Hamill in the Air Force Reserve Pitts.  Lee Lauderback of Stallion 51 was also on hand to fly the heritage flight with the F-16 in the stunningly sexy Crazy Horse².  The Red Eagles never disappoint with their unique combination of formation acro and solo routines, and seeing Greg land that Piper Cub on a pickup truck-mounted platform was certainly impressive.

 The show was concluded with a moving tribute- four AT-6s took to the air again and performed a missing man tribute, in honor of the pilots who have lost their lives as well as our troops overseas.  I didn’t join the masses streaming for the gate, though, as my day wasn’t over.  I was going to take a hop with the CAF’s Jim Buckley in his SNJ- more on that in a separate post.