Category Space Ship One

Burt Rutan does not release much information about a newest aircraft while it’s under development. In fact, it is usually not until the aircraft is ready to fly that people finally get a glimpse of his newest project. The in-house name of their secret space program was Tier One. This name wasn’t uncommon to Scaled Composites. Rutan used “tier one,” “tier two,” and “tier three” to designate what he described as the “fun factor” of a program. When tier-one programs came around, the company would always bid on them, since they were highly motivational programs for his employees, which helped him retain his skilled staff while being out in the middle of a great big desert. Scaled Composites normally used the aircraft’s name as the in-house program name. But this program of course had two vehicles.

“I was making a point to my employees that this was going to be the most fun program that we’ve ever done and the most important one for us to do,” Rutan said.

“That was the original reason behind calling the SpaceShipOne program Tier One. Later on when we started to entertain if we should do other manned spacecraft, I just had a feeling that I should make a category for different basic areas of manned spacecraft. Because it seemed like a good breakdown, I defined that if we do programs in the future that send people to Earth orbit, it would be called Tier Two. If we do things that send people outside of Earth orbit to other heavenly bodies like the Moon and Mars, it would be called Tier Three.”

The spacecraft and the carrier aircraft needed names, too. The spacecraft was Rutan’s Model 316, and the carrier aircraft was Model 318. “Those I assign when I first look at the requirements and
have the first idea of what would be the configuration solution. Those model numbers were assigned years before we had a funded program for building.”

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Fig. 1.11. The feather mechanism, the most innovative feature of SpaceShipOne, allowed the rear half of the wings and the tail booms to fold upward, which prevented dangerous heat buildup upon reentry but enabled a very stable descent. Mojave Aerospace Ventures LLC, provided courtesy of Scaled Composites

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Fig. 1.12. Since wind-tunnel testing was not part of the design and development of SpaceShipOne because of the large expense, Scaled Composites used a computer method called computational fluid dynamics (CFD) to model the aerodynamics. The photograph shows designer Burt Rutan and aerodynamicist Jim Tighe reviewing a computer analysis of SpaceShipOne. Mojave Aerospace Ventures LLC, photograph by Scaled Composites

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SpaceShipTwo and its launch aircraft are Models 339 and 348, respectively.

Rutan added, “We’ve only flown thirty-nine manned airplanes. Most of the concepts don’t get funded and developed.”

One example of this is Model 317. This was the design that squeaked between theTier One spacecraft and its mothership. A new – concept vertical takeoff and landing (VTOL) light aircraft, the tail-sit­ter would take off like a helicopter but fly conventionally.

White Knight was named by Cory Bird, an employee of Scaled Composites who also flew as a flight engineer in the carrier aircraft on several of the test flights. Bird had made a drawing of a knight in white armor, which Rutan thought was very clever. The drawing ended up being the insignia for White Knight, too.

And although Rutan names very few of his airplanes, the spacecraft was an exception. “I wanted to make a point that other manned systems that carried people into space tended to be capsules or spacecraft. But if you read fantasy that kids do, it’s always a spaceship. And I thought this is interesting in that there has been a lot of manned spacecraft, capsules, and vehicles, and all these boring names. I felt that this might be the first thing that flies people into space, that you have the moxie to call it a spaceship.”

So, since he considered it the first spaceship, he mixed the words around with numbers. “And I thought, I don’t have any problem

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Fig. 1.13. By using computer analysis, Scaled Composites was able to evaluate the aerodynamic characteristics of SpaceShipOne even before construction got started. However, it was still necessary to test SpaceShipOne in flight to get the complete picture. Mojave Aerospace Ventures LLC, provided courtesy of Scaled Composites

V_____________________________ ) calling this SpaceShipOne because I want to build a SpaceShipTwo, and I want to build a SpaceShipThree.”

Figure 1.14 shows SpaceShipOne mated up to White Knight before the public unveiling and even before paint schemes were added.

In order to be able to fly, though, SpaceShipOne and White Knight each needed a tail number, which is unique identification that every aircraft has similar to a car’s license plate, and had to be registered with the FA A. SpaceShipOne was given N328KF, which stood for

328,0 feet, the boundary line between Earth’s atmosphere and space, while White Knight was given N318SL, where the 318 model number and the SL stood for spaceship launcher.

“We didn’t get our first choices on that,” Rutan said. “For example, I wasn’t particularly enamored by 328KF. I would have rather had 100KM, 100 kilometers. But it was taken.”

Along with the tail number, the type of aircraft had to be identi­fied to the FA A. White Knight was pretty straightforward, but SpaceShipOne wasn’t so clear cut. The FA A felt that commercial launch licensing was required for SpaceShipOne. This was a somewhat long and drawn-out process. So as not to delay flight testing, Scaled Composites initially registered SpaceShipOne as a glider. This made perfect sense because about half the time during a spaceflight SpaceShipOne was a glider. But more importantly, the initial flight test­ing would be done without a rocket engine. So, by calling it a glider first, Scaled Composites was able to buy some time before having to get their commercial launch license, even though Rutan had no intention of using SpaceShipOne commercially.

“When I was out in Mojave for the first-time flight of the X Prize that Mike Melvill flew, it was the first time I had a chance to spend some time with Burt’s design team,” Poberezny said. “And what was striking was the intelligence that he recruited, the youth and the motivation. In other words, they were hungry and they were motivated to be successful and to make a difference. So, I give Burt a lot of credit. When he saw talent, he brought them in.”

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Fig. 1.14. Shown before their paint schemes were added, SpaceShipOne and White Knight share virtually identical cockpits and instruments. But where White Knight has jet-engine controls, SpaceShipOne has rocket-engine controls. Mojave Aerospace Ventures LLC, photograph by Scaled Composites

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Rutan gave direction and vision to his staff but still allowed them to exercise their own strengths and abilities. And Rutan would depend on the contributions of the entire team at Scaled Composites to get SpaceShipOne into space.

On April 18, 2003, slightly more than two years after receiving Paul Allen’s backing, Rutan was ready to go public. SpaceShipOne could no longer be hidden away in Scaled Composites’ hangar. All the compo­nents ofTier One were in place, and SpaceShipOne was ready for flight testing. Figure 1.15 shows SpaceShipOne after the curtain dropped.

White Knight had been flying since August 2002. It was strange enough looking, yet similar enough to the way-out look of Proteus that Scaled Composites didn’t worry too much about it occasionally being spotted ahead of time. Both these aircraft have been widely described as looking like giant prehistoric insects or spaceships from Star Trek.

It would be a full month, though, before SpaceShipOne would take to the air for the first time. However, Rutan had a surprise in store for his guests at the coming-out party. He had White Knight do fly-bys for everyone gathered at the flightline in front of the Scaled Composites hangar. Figure 1.16 shows Proteus, the original spaceship launcher, and White Knight, the new spaceship launcher, flying together, and table 1.1 gives the specifications for White Knight.

Aside from the two vehicles, the other important Tier One compo­nents were revealed, refer to figure 1.17.The test stand trailer (TST) was a partial mockup of SpaceShipOne used to develop the rocket engine. A tanker truck called the mobile nitrous oxide delivery system (MONODS) supplied the nitrous oxide (N20) to the oxidizer tank on the TST and in SpaceShipOne. And the Scaled Composites unit mobile (SCUM) truck was used for ground control, providing

Table 1.1 White Knight Specifications 82 feet (25 meters)

468 square feet (43.5 square meters)

60 inches (152 centimeters) for maximum outer diameter

19.0 pounds (8,620 kilograms) at takeoff with SpaceShipOne

one pilot (front seat) and two passengers (back seat) "short-sleeved" pressurized cabin two J-85-GE-5 turbojets with afterburners 7,700 pounds-force (34,000 newtons)

JP-1

6,400 pounds (2,900 kilograms)

8,000-9,000 pounds (3,630-4,080 kilograms)

53.0 feet (16,150 meters)

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Fig. 1.16. Proteus, flying below White Knight, first took flight in 1998 and was originally planned as the carrier aircraft for a single-person rocket. As the spacecraft design evolved into SpaceShipOne, the larger White Knight was required. Mojave Aerospace Ventures LLC, photograph by Scaled Composites

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a telemetry link with the TST during rocket-engine testing or SpaceShipOne during a flight.

The last component, shown in figure 1.18, was the flight simulator, which Scaled Composites specially designed for Tier One. It was the first flight simulator Scaled Composites ever built and used for one of their aircraft.

Having a sponsor instead of a customer, building with a robust design approach, performing incremental testing, incorporating as many similarities between SpaceShipOne and White Knight as possible, and conducting extensive pilot training in the flight simulator, White Knight, and Extra 300 aerobatic plane would all prove key factors upon which the success of Tier One would depend.

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Fig. 1.17. Tier One, the space program of Scaled Composites, comprised SpaceShipOne, the spacecraft; White Knight, the carrier aircraft; test stand trailer (TST), the rocket-engine testing platform; mobile nitrous oxide delivery system (MONODS), the nitrous oxide (N20) supply tanker; and Scaled Composites unit mobile (SCUM) truck, a ground-control station. Mojave Aerospace Ventures LLC, photograph by Scaled Composites

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Fig. 1.18. Jeff Johnson, project manager for Mojave Aerospace Ventures, sits at the simulator control desk and monitors the progress of a simulation. One of the most critical components of Tier One was the flight-training simulator. Primarily designed by Pete Siebold, it allowed the test pilots to practice and refine the techniques required to fly the challenging trajectory of SpaceShipOne. Mojave Aerospace Ventures LLC, photograph by David M. Moore

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On November 22, 2001, Steve Bennett’s Starchaser team, based in the United Kingdom, became the first competitor to launch a vehicle while displaying an X Prize logo. The single-person Nova capsule, unmanned at the time, rode atop the Starchaser 4 booster. The rocket reached a height of 5,541 feet (1,689 meters). Courtesy of Starchaser Industries

t the front of SpaceShipOne’s stout fuselage, many small portholes take the place of a conventional canopy or windshield, giving the vehicle its truly far-out look. As shown in the views in figure 4.1 and figure 4.2, the twin tail booms are another of the spaceship’s most distinguishing features. In terms of function, however, SpaceShipOne’s feather mechanism is unique among all aircraft and spacecraft. The forward half of each wing is fixed, but the rear halves, including the tail booms, fold upward for reentry.

The appearance of SpaceShipOne bears resemblance to aspects of several pioneering rocketcraft. The bullet-shaped fuselage appears very similar in shape to the Bell X-1, shown in figure 4.3. However, the X-l itself shares a common shape with the V-2 rocket, which was initially modeled after a rifle bullet. The use of a delta wing and stabilizers at the wingtips is also reminiscent of NASA’s early lifting bodies, as shown in figure 4.4.

Burt Rutan’s innovative use of composites took shape in the 1970s when he built his second aircraft, theVariEze. Now with SpaceShipOne, an aircraft so radically different in function, purpose, and performance, Rutan and the Scaled Composites team had to tap deep into their expertise. And when this wasn’t sufficient, they had to risk taking a leap. Their decades of experience with the manufactur­ing of strong, lightweight composite aircraft would be tested to the limits, because so much of the design and construction was brand-new territory. So how does one go about building a spaceship? This is a question that wouldn’t have

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Fig. 4.1. Among SpaceShipOne’s most distinct features are the round windows on its bullet-shaped nose, the outboard tail booms at the wingtips, and the thick, swept-back wings mounted high on the fuselage. Mojave Aerospace Ventures LLC, photograph by Scaled Composites

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Fig. 4.2. At a length of 28 feet (8.5 meters), SpaceShipOne is shorter

than the Bell X-1, the very first X-plane. However, the width of SpaceShipOne, the distance between the tips of the horizontal stabilizers on the tail booms, is 27 feet (8.2 meters), which is comparable in size to the wingspan of the X-1. Mojave Aerospace Ventures LLC, photograph by Scaled Composites

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Fig. 4.3. Parked in front of the B-29 mothership, the X-1 was built by Bell Aircraft Corporation for the U. S. Army Air Forces and the National Advisory Committee for Aeronautics, the predecessors of the U. S. Air Force and NASA, respectively. The X-1 ‘s revolutionary use of structures and pioneering aerodynamic shapes and controls enabled Chuck Yeager to become the first to break the sound barrier, flying faster than Mach 1. NASA-Dryden Flight Research Center

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Fig. 4.4. Known as lifting bodies because they were considered wingless, the rocket-powered X-24A, M2-F3, and HL-10 (left to right) dropped from a B-52 to explore the possibility of returning from space in an unpowered glide. Up until then, spacecraft had only returned from space using parachutes, and the data obtained by these vehicles helped pave the way for the Space Shuttle. NASA-Dryden Flight Research Center

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Table 4.1 Size Comparisons for Rocketcraft

an answer until SpaceShipOne was ready for flight testing. Even then, after each step forward and envelope expansion, it was necessary to make modifications or refinements to overcome the technical challenges that waited in the wings.

rizes and competitions during aviation’s infancy sparked what is one of the largest industries today. With that in mind, Peter Diamandis, the founder of the X Prize Foundation, sought to stimulate a similar excitement and interest. But this time the sights were set a little bit higher, 100 kilometers (62.1 miles or 328,000 feet) high to be exact. Here the atmosphere is all but nonexistent, and aerodynamics really don’t matter much anymore.

The Ansari X Prize would draw teams competing from Argentina, Canada, England, Israel, Romania, Russia, and the United States. Figure 2.1 and figure 2.3 show some of the many different approaches the teams had in their attempts to snatch the Ansari X Prize.

Yet there was much to overcome. The biggest obstacle was public perception. How could any one of these teams—not governments—accomplish something straight out of the pages of science fiction books?

“When I talked to people during dinner conversation about building a spaceship,” said Anousheh Ansari, the title sponsor of the Ansari X Prize, “they completely thought I was a nutcase. They were surprised. Of course now, nobody thinks we’re crazy. But back in 2002, you talked about spaceships and building spaceships and no one believed you.” Where there is a will, there is a way to space. But it would not be an easy one. Beyond the idealistic beauty and mystical draw, space is relentlessly unforgiving. There is no pulling off to the shoulder and calling roadside assistance. There is no limping back to the airfield on just one of four remaining engines. Even the most

careful planning cannot completely remove the cold grip of space, as in figure 2.2, where the damaged Apollo 13 service module is shown after the crew narrowly escaped catastrophe during an aborted Moon landing.

Is the price worth it? Each and every day people face risk in their homes and once they step outside. It is familiar risk, though. But it doesn’t mean this risk goes away just because people become accustomed to it.

“You cannot have great breakthroughs without risk,” insisted Diamandis. “By definition, something that is a true breakthrough, the day before it’s a breakthrough, it’s a crazy idea. If it is not a crazy idea, then it is not a breakthrough. It’s a small, incremental improve­ment. Computing with silicon instead of vacuum tubes was a crazy idea. So, how do you embrace allowing people to try their crazy ideas?

“How do you allow people to take those risks, people who want to take the risks and not regulate against it? I think space is a very risky business still, and that’s okay. I had publicly said that during the course of the X Prize, people may lose there lives. But they are doing it for something they deeply believe in.”

Like many people, Peter Diamandis’ fascination with space began back when he was a child. But unlike many people, he has not stood idly by waiting for the stars to come to him. His obsession with the point where gravity loses its touch, and the places beyond, firmly took root while he was an aerospace engineering student at Massachusetts Institute of Technology. He had the chance to meet astronauts-in-training back then, but this forced the realization that his chances of becoming an astronaut himself were remote and that even if he did make it as one, he would fly to space maybe twice in a decade. Figure 2.4 shows Diamandis as SpaceShipOne made its way to space on October 4, 2004.

The government space programs do work well in specific ways, but very few people will ever get the chance to go up. “That wasn’t my vision of spaceflight,” Diamandis said. “I wanted to go as a private pioneer in my own ship whenever I wanted to go.”

Dennis Tito spent $20 million to fly to the International Space Station (ISS) aboard a Russian Soyuz in 2001, becoming the first

B. IL Aerospace Technologies D. ARCA

F. Suborbital Corporation

Fig. 2.3. The competitors pursued many different approaches, although not every one managed to launch hardware. Concepts were either ground-launched or air-launched, and while most were rockets, many were space planes, with the exception of one flying saucer that would ride upon "blastwave" pulsejets. The air – launched vehicles were either carried or towed by an aircraft or lifted by a giant balloon. The methods of reentry were just as varied. X PRIZE Foundation

Fig. 2.5. Atlantis, Discovery, and Endeavor are the remaining three operational Space Shuttles. First launched on April 12, 1981, exactly twenty years after Cosmonaut Yuri Gagarin’s first-ever spaceflight, the Space Shuttle had been the only U. S. vehicle to carry people into space for twenty-three years prior to the spaceflights of SpaceShipOne. Six Space Shuttles were built, although the first Space Shuttle, Enterprise, never reached space. In 1986, Challenger exploded during liftoff, and in 2003, Columbia broke apart during reentry. Dan Linehan

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Fig. 2.4. Peter Diamandis, the founder of the X Prize Foundation, gives the thumbs up as SpaceShipOne makes its way up to space during the second Ansari X Prize flight.

After reading The Spirit of St Louis by Charles Lindbergh, Diamandis was inspired to create a space prize modeled after the early aviation prizes.

Dan Linehan

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Fig. 2.6. Thousands and thousands of space enthusiasts crowded into the high desert of Southern California to watch the spaceflights of SpaceShipOne as Mojave Airport transformed into a spaceport. Mojave Aerospace Ventures LLC, photograph by David M. Moore

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paying space tourist. Diamandis has reported that the cost to fly the Space Shuttle, shown in figure 2.5 preparing to launch to the ISS, has ranged from $500 million to $750 million for just one flight, of which propellants make up only 1 percent of that cost. These figures keep the gate to the space frontier shut pretty tight for most people. There just had to be another way.

While flying together over the Hudson River in 1994, Gregg Maryniak, a longtime friend and business partner, wondered when Diamandis would also get his pilot’s license. Diamandis had already stopped and started several times. This was unusual, considering Diamandis’ deep desire for space. One might expect that for someone with dreams of traveling among the stars, a pilot’s license was a good thing to have. But as history continues to remind us, the shortest distance between point A and point В is not necessarily a straight line. Diamandis was far too consumed with what was well beyond where the air is thin.

“Gregg asked me if I had ever read The Spirit of St. Louis,” Diamandis said. Maryniak had explained that he received the book as a gift, and it helped motivate him to finish his pilot’s license. Shortly after their flight, Maryniak gave a copy of The Spirit of St. Louis to Diamandis. But if anything, the book proved to sidetrack Diamandis, resulting in the unanticipated consequence of drastically changing not only how people reach space but also who gets to go.

“As I read that book, I had no idea that Lindbergh crossed the Atlantic to win a prize and that nine different teams had spent $400,000 to win the $25,000 prize,” Diamandis said. “And by the time I finished reading the book, the whole idea of the X Prize had come to mind.”

What Diamandis realized was that a prize could be the catalyst needed for the development of a new breed of spacecraft that could demonstrate the public’s desire for commercial spaceflight. “We needed a paradigm shift,” Diamandis said. “People had become so stuck in their way of thinking that spaceflight was only for the government—only largest corporations and governments could do this—it could never be done by an individual. This thinking was paralyzing us, and that was what I was trying to change.”

When Lindbergh made his famous crossing, the airplane had been in existence for a little more than two decades. It was still a novelty. Some enterprising individuals foresaw the economic advantages of aviation, while others stoked the fanfare and fervor. As a result, hundreds of aviation competitions were established to see who could fly the farthest, the fastest, the highest. It was as much about pushing the limits as it was about drawing boundaries where none had ever existed.

At a time when aviation was in its infancy, prizes and competi­tions put its growth on afterburners. And during these times, people could look in the mirror and see themselves in the cockpit, goggles drawn and wrapped in a scarf, without having to use too much imagination. Although some of the flyers were wealthy and privi­leged and others had renown and notoriety, Charles Lindbergh, an airmail pilot, and others like him, proved aviation was in reach of the common person.

Diamandis saw this vision, only with rocket ships and space helmets. His passion was contagious. He energized many talented and dedicated people who joined this march toward space, contributing thousands and thousands of volunteer hours along the way. Figure 2.6 shows the crowds who gathered to share in this vision.

In 1919, Raymond Orteig created the Orteig Prize for the first non­stop flight across the Atlantic Ocean from New York to Paris or from Paris to New York. Orteig, born in France, owned hotels in New York City. Prizes had been enticing aviators and aircraft makers for a decade now. Newspapers sponsored them because it gave their readers something exciting to read. Businesses sponsored them because they saw financial opportunity.

Aviation technology was not up to the challenge, and Orteig had to extend the deadline of the prize. Come 1926, still no one had claimed the prize. Only one team made an attempt, but they crashed on takeoff.

On May 20, 1927, with only 20 feet (6 meters) to spare, the Ryan NYP Spirit of St. Louis cleared the telephone wires a short distance from the edge of the runway at Roosevelt Field on Long Island. Charles Lindbergh, shown in figure 2.7, had just lifted off for his first solo attempt at crossing the Atlantic Ocean. Several failed attempts had already been made by other competitors by now. Nine teams were in the race to win the $25,000 Orteig Prize. Four men had died trying, and two others, setting out together right before Lindbergh, were lost over the Atlantic.

To make the journey, Lindbergh would have to strip the plane down to the bare minimum to maximize the amount of fuel he could carry. Table 2.1 shows the specifications of the Spirit of St. Louis. So much of the aircraft was gas tank, by design, that Lindbergh had to use a periscope to see directly ahead of the aircraft because a gas tank in front

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Table 2.1 Spirit of St. Louis Specifications

Ryan Airlines Company highly modified M-2 46 feet (14 meters)

27 feet 8 inches (8 meters)

9 feet 10 inches (3 meters) 2,150 pounds (975 kilograms) 5,135 pounds (2,330 kilograms) Wright Whirlwind J-5C 223 horsepower

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Fig. 2.8. The Spirit of St. Louis was specially designed by Charles Lindbergh to make the transoceanic flight. Much of the aircraft was a fuel tank, leaving little room for anything else. Lindbergh had to use a periscope to see in front of the airplane, and he elected not to bring a parachute or radio, to save weight. NASA-Langley Research Center

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of the cockpit blocked the view forward. In a plane that weighed 2,150 pounds (975 kilograms) empty, it carried 451 gallons (1,710 liters) of fuel for a total takeoff weight of 5,135 pounds (2,330 kilograms).

Back in 1927, if you went down in the water, you were gone. There was no satellite tracking, there were no helicopters or airplanes that you could signal. There was no radar. And shipping was nothing like it is today, so rescue from a nearby vessel was highly unlikely. When Lindbergh got behind the controls of that plane and took off, he was all alone with only the vastness of the Atlantic Ocean more than willing to catch him if he fell. And there was less than just a slim chance of him not making it back.

So, the Spirit of St. Louis, shown in figure 2.8, didn’t have a radio, navigational lights, or gas gauges. Lindbergh didn’t even bring a parachute. A radio didn’t do any good over the middle of the ocean and, back in those days, was a lot of weight. The same held true for the navigational lights when the wiring was also factored in. Even gas gauges were redundant, since there would not be much he could do about it if the tanks went dry. But the reverse argument could be made. Each of these could help his chance of survival under some specific circumstances. What if a ship was nearby? Lights and a radio could certainly help. What if he was over land? He should be able to make an emergency landing, but there were circumstances where
bailing out was not out of the question. Lindbergh had to balance the potential benefit of each safety item with the problems he would potentially face if he ran out of fuel. And that’s how he decided.

“He was thinking his way all the way around the problem, though,” said Erik Lindbergh, the grandson of Charles Lindbergh. “I think he minimized every possible risk he could except for lack of sleep. And if he had had a good seven hours worth of sleep, he would have really changed his risk factor.”

Lindbergh didn’t even use a typical leather pilot’s seat. Instead, he used a wicker chair. He did, however, equip himself with four sandwiches, two canteens of water, and an inflatable, rubber life raft.

Lindbergh believed that for a multi engine aircraft, there was only a greater risk of an engine failure, even though most of the other competitors were using that type of aircraft. Today, a Boeing 767 flies overseas with only two engines. If one fails, it still has enough power to reach land by either turning around or by continuing on, whichever distance is shorter. That wasn’t necessarily the case for the multi – engine aircraft of that time.

“He was doing things like cutting the corners off of his map, which is really a negligible weight,” said Erik Lindbergh. “And yet when you look at the competitors, some of them had champagne and croissants on board so they could party when they got there. But they never made if off the ground. So, attention to detail and reducing the risk factors was critical to him surviving the flight.”

Charles Lindbergh became an instant international hero on the evening his wheels touched down in Paris. And people’s interest in aviation exploded. Charles Lindbergh said, “I was astonished at the effect my successful landing in France had on the nations of the world. To me, it was like a match lighting a bonfire.”

Erik Lindbergh said of his grandfather’s accomplishment, “Before he flew across the Atlantic, people who flew in airplanes were known as barnstormers and daredevils and flying fools. And after he flew across the Atlantic, people who flew in airplanes were known as pilots and passengers. It truly was a paradigm shift if there ever was one.”

As a result of this new popularity, referred to as the Lindbergh boom, in the United States the number of applications for a pilot’s license tripled and the number of licensed aircraft quadrupled during 1927. The number of passengers flying aboard U. S. airlines also dramatically increased from 5,782 in 1926 to 173,405 in 1929. Nowadays, the aviation transportation sector is a $300 billion industry.