Some other items about XCOR’s new suborbital vehicle plans from media reports published this morning:

• According to the Wall Street Journal (subscription required), development of Lynx will cost abut $10 million with per-ticket prices of about $100,000, which the WSJ dubs “economy fare”, but adds that “the low-fare carrier to the heavens would hardly be cheap”.
• Part of that funding will come from a contract with the Air Force Research Laboratory, SPACE.com reports, which would provide up to $750,000 under an SBIR “to showcase the operationally responsive attributes of Lynx”.
• XCOR has spent $6-7 million on Lynx development, including the vehicle and “underlying technologies”, to date, according to the Bakersfield Californian.
  

Credit: Mike Massee/XCOR

XCOR Aerospace announced today its plans to develop Lynx, a suborbital rocketplane. Lynx is similar in concept to XCOR’s earlier suborbital vehicle project, Xerus: a two-seat winged vehicle that takes off from a runway under rocket power, ascends to altitude, and glides back for a runway landing. Lynx, described as “roughly the size of a small private airplane”, will begin flights in 2010 and be able to fly multiple flights per day. The initial press release did not disclose the vehicle’s development cost nor whether the company had all the funds in hand to develop Lynx, although XCOR in the past has tended to be conservative in this area.

A few notes from the release:

• XCOR is careful in saying that the Lynx will fly “to the edge of space”, but not in space itself: the flight profile shows it reaching a peak altitude of 61 km, well short of even the minimal 80 km “boundary” used by the US Government for awarding astronaut wings. Whether that will be an issue for customers—who will still experience weightlessness and get a broad view of the Earth below—is unclear.
• The press release plays up space tourism as a market, noting that the vehicle “will provide affordable front-seat rides to the edge of space for the millions of people who want to buy a ticket”, although it does mention research and education applications. The images suggest there will won’t be any room in the cockpit for the customer to float around in; keep in mind that Rocketplane Global, planning to develop a larger vehicle, doesn’t plan to allow its passengers to float around, at least initially.
• As a possible preemption of any criticism of the vehicle on environmental grounds, the company is noting that Lynx’s liquid-propellant engines will “minimize” the environmental impact of the flights. “They are fully reusable, burn cleanly, and release fewer particulates than solid fuel or hybrid rocket motors,” XCOR’s Jeff Greason said in the release.

More details will likely come out at a press conference in LA scheduled for 1 pm EDT today.

Flightglobal.com, in a feature article about Virgin Galactic turns up one mildly surprising point: the company, while still in the development stage, is profitable, if only by a modest amount. The article notes that in the company’s first publicly available financial reports since it was formally incorporated in the UK in mid-2006, the company had an after-tax profit of £136,400 (US$270,260)—a little more than the price of a single ticket. That the company is making a profit at all is a little surprising, since it’s still in its early stages with (presumably) large expenditures involved with the development of SpaceShipTwo and White Knight Two, although that depends on exactly how those expenses are accounted for, and their timing. The total development cost for the project is still pegged at around $250 million, with $80 million, provided by Virgin Galactic’s corporate parent, the Virgin Group, spent.

Rocketplane Global, the suborbital vehicle developer, issued a pair of press releases last week (curiously not available on their web site) announcing some personnel changes. David Faulkner, who has been the program manager for the Rocketplane XP vehicle project, is now the company’s CTO. Paul Metz, a veteran test pilot who had been the chief test pilot for the F-22, among other fighter aircraft, is now a company vice president and chief test pilot. He fills a position formerly held by John Herrington, who left the company at the end of last year.

An article in this week’s print edition of Space News (and not available online) reports that Rocketplane Global “has completed an overhaul of its effort” to develop the XP, and is also now independent of its former corporate parent, Rocketplane Inc. “There is no affiliation between Rocketplane Global and the remnants of the Rocketplane organization,” Rocketplane Global chairman Craig Dickman told Space News. (This separation is not yet reflected on the Rocketplane Inc. site, which still lists Rocketplane Global as one of two operating subsidiaries, along with Rocketplane Kistler.)

As for the company’s financial status, there are few new details in the article, and no specifics about how much has been spent on the XP development and how much more is needed. Faulkner said only that spending has been “within industry norms for a prototype program”.

An article in Tuesday’s issue of the London (Ontario) Free Press reports that NASA Ames director Pete Worden believes that “Private flights to the moon may be available to non-scientists ‘by the end of the 2020s.’” Worden, speaking at the University of Western Ontario, played up the potential for private activity on the Moon, and even suggested that the private sector is “going to beat us to the lunar surface”, although the report doesn’t indicate if he meant that in the context of robotic or human expeditions.