Sky-High Hubris

Virgin Galactic’s Flight Path to Disaster: A Clash of High Risk and Hyperbole

Sir Richard Branson’s a consummate salesman, but his rhetoric and hopes got ahead of his company’s engineers.

It was always recklessly optimistic of Sir Richard Branson to imagine that he could go straight from experimental test flights of his Virgin Galactic SpaceShip Two to carrying passengers in a matter of months.

That’s not the way that things work when you’re pushing at the edge of the unknown, as this program was.

And yet there was Sir Richard, only a few weeks ago, suggesting that once the ship had fired up its rocket motor with a new kind of fuel he would be riding the first passenger-carrying flight early next year.

He’s never seemed either to understand or admit how many technical challenges had to be faced before space tourism could be an everyday event, as safe and simple as flying an airline.

Every milestone in aviation and aerospace has been reached only after exhaustive and often dangerous testing.

The closest parallel to the Galactic challenge is the example of Chuck Yaeger being the first man to successfully fly at supersonic speed in 1947.

It was called, rather dramatically, breaking the sound barrier. In fact, there was no barrier but there was much to be discovered about changes to the controllability of an airplane as it surged beyond the speed of sound.

Yaeger’s Bell X-1 rocket ship was a one-off experimental machine. It would be years before air force pilots could safely fly the supersonic fighters that evolved from these test flights into a very different form.

Yet Virgin Galactic posited the notion that an experimental test vehicle and the final form of a “spaceship for tourists” could be identical.

Both a rocket engine with a temperamental record and an airframe of revolutionary design and construction had to be proved safe. And not just safe for test pilots, but safe enough for the long line of celebrities who had signed up to ride the rocket.

All the Virgin Galactic test flying was done under a special experimental permit issued by the Federal Aviation Administration. To reach the point where SpaceShip Two could be cleared for carrying passengers Galactic needed to move from the experimental permit to being awarded an operator’s license.

That required a new 180-day review by the FAA to establish that all the systems were thoroughly tested and fail-safe. But remember, this was uncharted territory for the FAA just as it was for Galactic. Indeed, by submitting to the FAA review Galactic was being asked to set the standards for all who followed… if they could.

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It was a very tall order. Branson wanted a vehicle that could carry six passengers, two pilots and reach a speed of 2,500mph and a height of around 65 miles, ten times the height at which an airliner cruises.

When the FAA certifies a new airliner as safe it is normal for the airplane builder, like Boeing or Airbus, to put as many a six airplanes into the test program, all flying at the same time, to test every aspect of the design and its safety—and this for a technology that is in most parts wholly mature. Even then it can take several years to receive certification. The principle is clear: the design must have multiple redundancies so that no single failure can jeopardize the airplane.

But here Virgin was fielding only one test vehicle that embodied a whole set of completely untried systems. Everything was being staked on the two test pilots being able to anticipate potential failures and the ground engineers likewise poring over the test results to detect weak points before they had catastrophic results. Despite this, Virgin asked the FAA to begin their review for the operator’s license in August 2013, and that was when the 180-day clock started ticking.

However, as that period neared its end it was obvious that SpaceShip Two was nowhere near completing its test flights and passing every safety milestone that it needed to. So Virgin voluntarily asked the FAA to stop the clock.

The program was facing its most daunting test, firing up the rocket engine to full power and for long enough to reach that apogee of 65 miles high.

Early this year a test flight proved that the fuel being used for the rocket would never meet that goal. The power delivered by the rocket motor was uneven and tricky to control. On the first powered test flights the pilots had prematurely to shut down the engine.

Then a critical change was ordered—a fuel using a new formula that was thought to be more stable and deliver more power. This fuel was repeatedly tested on the ground. But no ground test can replicate the conditions of a flight—key factors like temperature, air pressure and far lower gravitational pull affect the way the fuel behaves.

On Friday morning the pilots prepared for the first flight with the new fuel. There was, I am told, a two-hour delay caused by concerns about the temperature of the fuel. Nonetheless, the test pilots, both known to be scrupulous in their preparations, felt confident enough to go. So SpaceShip Two was lifted aloft by the mother ship, WhiteKnight Two, and separated at 40,000 feet to “light the candle” as rocket ignition is called. Disaster followed.

There are many consequences to this failure. Not the least is what it implies for the financing of the project. After years of delays the costs have gone beyond a billion dollars. More than a third of that money has come from Abar, an investment fund based in Abu Dhabi. (This was made available in return for an undertaking by Virgin to build a space tourism base in the Gulf.) By any measure, this accident will have set back the development program by years. Will backers want to pour ever more money into this black hole?

Then there is the case of Spaceport America in New Mexico, near the small city of Truth & Consequences. This cost local taxpayers $212 million to build in the hope that they would become the center of the new industry of space tourism.

It’s not exactly clear how many people have signed up to ride SpaceShip One – Galactic has claimed that as many as 800 people have paid deposits on the $250,000 fare but the numbers are squishy. For these people the disaster over the Mojave Desert is a sobering wake-up call. What to many must have seemed the prospect of a spectacular joy ride is now better appreciated as a thrill from the very edge of what is safely attainable.

From the beginning in 2004 there has always been a credibility gap between the fairground hyperbole of Branson’s formidable publicity machine and the scientific reality of the enterprise. Somehow, probably because he is such a consummate showman, Branson has been able, year after year, to override the story of continual delays, flagrant over-promises and a voracious, seemingly open-ended budget. This time it’s different. A National Transportation Safety Board investigation will deliver a forensic rigor that has been so far lacking. It will strip away the vocabulary of the promoter. And it will reveal the world as lived daily by the engineers and test pilots who knew how much was left to be understood among the hazards of the dream.