Is Commercial Space
Tourism a viable industry? Please answer the following questions:
1) Historical background: When did the idea of "space tourism" begin? How has it developed? What have been the hurdles and accomplishments? Start in the 1960's - present day.
1) Historical background: When did the idea of "space tourism" begin? How has it developed? What have been the hurdles and accomplishments? Start in the 1960's - present day.
The idea of ‘space
tourism’ and commercial spaceflight began on April 28, 2001, with American
businessman Dennis Tito. Dennis Tito became the first space tourist as he
utilized his monetary resources to buy a seat on a Russian Soyuz spacecraft
(Wall 2011). Dennis Tito initially signed a contract in June 2000, with MirCorp
to acquire a ride on a Russian spacecraft to their Mir Space Station, however
his initial plan failed due to Russia decommissioning the old space station
(which burned up in the atmosphere 1 year later) (Wall 2011). Consequently,
Dennis Tito signed a contract with Space Adventures to facilitate his goal of
venturing into space as a tourist. Against strong recommendations from other
aeronautical space organizations, primarily NASA, Russia accepted Tito’s offer,
which did not sit well with the other organizations. NASA and the other space
organizations that opposed Tito’s mission did everything in their legal power
to prevent him from venturing into space, however their efforts were to no
avail. Despite his age, Dennis Tito completed the necessary physical training
and passed the required medical examination outside of Moscow, Russia, to
qualify for the space flight. Tito launched into orbit on April 28, 2001, spent
six days aboard the space station, and landed safely in Kazakhstan on May 6,
2001 (Wall 2011). Albeit Dennis Tito faced much adversity from notable space
organizations (e.g. NASA) and spent approximately $20 million to attain a seat
aboard the Russian spacecraft, he continually pursued and accomplished his
goal. Thereby, Dennis Tito demonstrated the commercial space industry was
potentially viable for private citizens and other wealthy individuals, ergo
giving birth to the idea of ‘space tourism’ single-handedly.
‘Space Tourism’ has
developed in a significant manner since its initial inception/creation by
Dennis Tito in 2001; back when Dennis Tito first ventured into space as a
tourist, it was viewed as an exclusive privilege only to those who had
possessed a ‘millionaire’ status. However, because the newfound industry has
been deemed viable and several companies have embarked on servicing individuals
interested in ‘space tourism’, it has allowed for the development of other
forms of ‘space tourism’. For instance, the development of the industry has
resulted in both orbital and suborbital services being offered to tourist
interested in commercial space (Dinerman 2015). Additionally, suborbital rocket
flight (starting in 2016) is another facet of the industry that is making headway
as it offers the same characteristics of a space flight, rather in a different
form (and possibly at a cheaper cost). Furthermore, companies such as Virgin
Galactic and Xcor Aerospace have taken to the commercial space industry,
becoming competitors within the market in terms of building and launching
spacecraft that will provide paying passengers with several minutes of
weightlessness and a ‘bird’s eye view’ of the earth (Dinerman 2015). If this ‘co-evolution’
between the two companies continues, then they will potentially develop the technology
needed to increase their launch limit from once per day to twice per day (and
so on). This also makes the possibility of multiple aircraft launching at one
time and/or multiple times per day a reality even if it is 10 to 15 years in
the future.
One of the biggest hurdles
for anything within the aviation industry and/or the FAA is safety, and the
concept of ‘space tourism’ is no exception to this notion. Obviously, when
conducting operations that include launching ordinary civilians into space
there are several innate risks imposed upon both the passengers and the
non-participating general public beneath them. Ensuring the safety of the
non-participating public as well as making sure the passengers embarking on these
‘space flights’ has been a major hurdle for the companies conducting these
commercial space flights. According to Antczak (2004), the primary concerns of
governing authorities regulating ‘space tourism’ (i.e. the FAA) is maximizing
the safety of the uninvolved public and ensuring the space tourist truly
understand all the risks associated with commercial space travel (e.g. adverse
effects of G-forces). To mitigate the adverse effect G-forces have on the
average civilian, the FAA conducted various studies evaluating how said forces
will affect the human physiologically to derive an approximate medical fitness
passengers will need to have to qualify for commercial space flight (Antczak
2004). Furthermore, extensive medical questionnaires have been created by said
companies (that presumably require a sign-off from the primary physician) to be
given to potential passengers to assess their health, ensure they understand
any and all risks involved, and make an informed decision (i.e. give consent)
to participate.
The perception of
safety, or lack thereof, from the public’s perspective is yet another hurdle
the commercial space industry has been forced to endure and overcome. Aside
from maximizing the safety of the passengers and non-participating public, the
commercial space operators must also ensure their crew (and spacecraft) are
knowledgeable in addition to performing safe practices/procedures. The crash of
the first SpaceShipTwo (SS2) spacecraft operated by Virgin Galactic in October
2014, created an enormous safety hurdle for commercial space operators,
especially since the accident was determined to be caused by pilot error. The
accident occurred near Mojave, CA, and killed one crewmember while severely
injuring the other; the NTSB determined the co-pilot activated the spacecraft’s
‘feathering’ mechanism too soon, proximately causing the crash (Dinerman 2015).
Any aviation related crash will cause a declined perception of safety amongst
the public, especially those who do not use and/or are familiar with aviation.
However, the fact this crash and the subsequent death of a crewmember occurred
within a relatively new and extremely high-risk (and unheard of) industry, the
safety hurdle created was significantly magnified. Consequently, the general
public and potential passengers were severely unnerved (as expected), which
means commercial space operators have to work much harder to not only increase
the safety of their operation, but to also earn back the consumer trust that
was lost.
There were several significant
and extremely noteworthy accomplishments pertaining to the notion of commercial
space flight, the earliest of which date back to the 1960s/70s. The first human
in space was Yuri Gagarin, who was from Russia and orbited the Earth for 108
minutes on April 12, 1961, via the Vostok 1 capsule. This however, was not the
first space-related accomplishment for the Soviet Union (during the Cold War
Era), as they were also the first country to send an artificial satellite in
space, namely the Sputnik 1, in October 1957 (Wall 2011). The United Stated
accomplished a tremendous feat on their own when they launched Alan Shppeard
into space via the Freedom 7 spacecraft on May 5, 1961. Alan Sheppard’s
successful launch and orbit in space (which lasted for approximately 15
minutes) made him the second human in space. Experts say that albeit Sheppard’s
flight was much shorter than Gagarin’s, his was more efficient because Sheppard
(manually) controlled the spacefcraft rather than allowing it to be automated
like Gagarin’s flight. The first woman in space was also from the Soviet Union;
Valentina Tereshkova launched into space via the Vostok 6 spacecraft, completed
48 orbits of Earth, stayed in space for almost three days, and made history on
June 16, 1963, which was yet another major accomplishment of the (potential) commercial
space industry (during its infancy) (Wall 2011). Alexey Leonov, who was from
the Soviet Union, conducted the first ever spacewalk on March 18, 1965, which
lasted for 12 minutes. 3 years later, the United States experienced another
accomplishment when the Apollo 8 spacecraft circled the moon on Dec. 21, 1968,
after making 1.5 orbits around the Earth (Wall 2011). Perhaps one the most
notable accomplishments was the Apollo 11 space mission, occurring on July 20,
1969, where NASA astronauts Neil Armstrong and Buzz Aldrin stepped foot on the
moon. The first space station was launched by the Soviet Union on April 19,
1971; although the space station did not last in outer space long
(approximately 6 months), the feat was accomplished and the idea of sustaining
life in outer space (aboard a station) was now a possibility (Wall 2011).
As science and technology
advanced, so did the complexity of NASA’s space missions; on April 12, 1981,
the Columbia space shuttle conducted its maiden flight becoming the first
reusable spaceship. This set the tone for NASA’s future in regards to their
spaceflight program, types of missions to be conducted, and their means to
safely transport astronauts to and from outer space (Wall 2011). As previously
mentioned, the Soviet Union’s first space station created the idea that life in
outer space was sustainable if the proper facility was established. With that
in mind, the United States with help from the Russian, Canadian, European, and
Japanese space agencies built the International Space Station (ISS) at a cost
of $100 billion. History was then made on November 2, 2000, when the ISS was
boarded by three astronauts who stayed/lived aboard the station for more than
120 days (Wall 2011).
As mentioned earlier,
present day commercial space tourism has developed in quite an exponential
fashion, primarily due to private operators. The company that truly ‘lifted’
the idea of space tourism and made it a reality with present day technology is
known as Scaled Composites, led by the famous aerospace engineer Burt Rutan. He
and his team built the SpaceShipOne and launched it into suborbital space,
twice, in a matter of five days in the fall of 2004 (Wall 2011). This notable
accomplishment not only won them a $10 million prize, but their innovative
spacecraft design laid the framework for the creation of the SpaceShipTwo
(SS2), which would later become used in Virgin Galactic’s space tourism
operations. With the essential schematics for the SS2 spacecraft in mind,
Virgin Galactic set their sights on the business potential space tourism had to
offer, which lead to the establishment of ticket prices at $200,000/seat for the
inexplicable experience of ‘weightless enjoyment’ (with hopes to start rides in
2012). Further developing and enhancing the reality of commercial space tourism
was Space Exploration Technologies (SpaceX). On December 8, 2010, SpaceX made
history by becoming the first private company/operator to launch a spacecraft
into orbit and successfully recover it after re-entry (Wall 2011). To conduct
this launch, they utilized their Dragon capsule spacecraft and attached it to a
Flacon 9 rocket. This phenomenal feat accomplished by SpaceX set the tone for
future commercial space escapades (and potential passenger flights) by showing
governing officials and other opposing forces/bodies that commercial space
flight can and will be done sooner, rather than later.
2) Give a brief summary of the rules and regulations that currently govern the
commercial space industry. When and why were they developed? Start with the
first rules developed in the 1980s. Do you feel that they are appropriate or
that the need to be more or less restrictive?
The first rules that
governed the commercial space industry were created in 1984 by the Commercial
Space Launch Act, which authorized the Department of Transportation (DOT) and
subsequently, the FAA, to oversee, authorize, and regulate the office of
Commercial Space Transportation (AST). Consequently, the FAA was now
responsible for the regulation of both launches and reentries of launch and
reentry vehicles in addition to the operation of launch and reentry sites
operating by U.S. citizens and/or within the U.S. (Federal Aviation
Administration [FAA], 2016). Furthermore, the act granted the FAA the right to
exercise their responsibility consistent with public health (i.e. of passengers
and the non-participating public), safety of property, and national security.
Essentially, this act granted the FAA the power to govern and establish
additional, more restrictive regulations over the commercial space sector to
ensure safety of those involved.
The current rules and
regulations that govern the commercial space industry outline the human space flight
requirements for the crew and paying passengers. According to the FAA (2016),
the current regulations aim to maximize and ensure the safety of the
non-participating public and implement measures to enable passengers to make
informed decisions regarding their personal health and safety prior to
embarking on a commercial space flight. This assurance of informed decision-making
will potentially be facilitated in the form of extensive health/safety questionnaires
that assess various aspects of the passenger’s health. The forms will also explain
the adverse affects suborbital travel can have on their body (along with other
innate risk), and explain how they can be disqualified at the first sign of
medical trouble. The purpose of this is to influence the making of an informed
decision on their behalf. The regulations also require the launch vehicle
operators to provide certain safety-related info, identify what an operator
must do to conduct a licensed launch with a (human) passenger aboard, and require
the operator to inform the passengers of the innate risks pertaining to space
travel (as mentioned previously) (FAA 2016). Furthermore, the regulations
require that all space flight participants undergo and successfully complete
training and general security briefings prior to their flight as means to
ensure passengers are cognizant of the commercial space protocol. The current
regulations also explain the pilot/crew requirements, which state pilots must
least hold a pilot certificate with an instrument rating (military experience
is preferred) and possess a current 2nd class medical certificate.
The crew and/or operator must verify the integrated performance of the space
vehicle’s hardware and any software within the operational environment prior to
any passenger being permitted to board the spacecraft. The verification process
includes flight-testing of the hard- and software in addition to other
diagnostic evaluations (FAA 2016).
The regulations that initially
governed commercial space transportation were originally developed in 1984, but
as science and technology advanced, amendments to the regulations needed to be
made, ergo the more recent regulations implemented in 2016. The current
regulations were developed to provide structure, organization, and most
importantly, safety, to an industry that was dynamic, new, and previously
unheard of (thus there were no akin regulations already in place). To get ahead
of the curve, the FAA and other governing bodies recognized that commercial
space transportation (and space tourism) was a viable industry that would amass
popularity and interest as technology advanced. Therefore, since they were
bestowed with the governing responsibility of regulating such an industry, they
were obligated to create all-encompassing regulations that were fair, thorough,
and maximized the safety of the crew, passengers, and the uninvolved public.
I feel as if the
current regulations governing commercial space transportation are appropriate
because they adequately cover all aspects of the industry, especially the safety
of those participating and those that are uninvolved. I believe the proactive
push by the FAA in making private commercial operators implement training
programs for their passengers will not only increase safety aboard the flight,
but will also mitigate certain innate risk the passengers assume since they are
more knowledgeable of the proper procedures (and of the spacecraft/operation
itself). I also feel the stipulation within the current regulations that emphasizes
informed consent of the passengers is adequately appropriate, and not to
mention, vital to their safety and that of the operation and industry. By
thoroughly explaining all the risks associated with commercial space travel and
providing an extensive self-assessment of one’s health, the FAA has enhanced a
positive safety culture within this sector by making sure passengers know what
they are subjecting themselves (and their bodies) to prior to travel. The
aspect of the regulations I feel and have seen most people having an issue with
are the crew requirements. Some feel that only possessing an instrument rating
and second class medical are not enough, rather space pilots should possess at
least a commercial certificate, have extensive military piloting experience,
and over 2,500 hours. Although increasing the pilot requirements would (theoretically)
increase safety by attracting more experienced pilots, too much restriction is
not necessarily a good thing. Implementing too restrictive of regulations
diminishes the number of qualified individuals, which results in less operators
conducting missions, potential over-working of the current crew (i.e. fatigue),
and possible loss of viability of the industry. Thus, I feel the current regulations
in place are a ‘happy-medium’ as they adequately address all aspects of the
commercial space industry.
3) Where do you see space tourism headed and in what time frame? I.e., do you think it will be accessible to the general public, not unlike the commercial airline industry? Do you think it will develop into a means of transportation or do you think that it will perpetually exists as a one-time, bucket list adventure? Why?
I see space tourism
headed in a positive direction in an expeditious fashion; meaning, I feel as if
the commercial space industry stays on the course it is now, then space tourism
will shift from a ‘wealthy exclusive’ privilege to an opportunity even
middle-class people can seize (i.e. accessible to the general public). While
space tourism is still in its infancy, more or less, I only foresee those who
are extremely wealthy (i.e. millionaire status) being able to afford commercial
space travel. I say this because commercial space operators are still working
out all the ‘kinks’ stemming from their operations and the FAA is still
amending/creating regulations that will ensure the safety of those involved.
Technology and safety are two things that are very expensive and take time to
implement; thus, the only way for these (private) commercial space operators to
thrive long enough to provide flight opportunities for all is to charge an
astronomical amount of money for a space ticket, of which only the
independently wealthy population can afford. Therefore, in 10-15 years, once
space tourism and the commercial space industry has solidified itself in aviation
permanently, I believe space tourism will be more financially accessible to a
greater majority of citizens.
I do not foresee
commercial space travel transpiring into a viable means of transportation
primarily because of the strenuous health/safety regulations required for
passengers to be eligible for a flight and the significant cost of a seat. Frequent
flyers that fly commercially already feel as if the TSA policies and procedures
are ‘too much’ and ‘unnecessary’ whenever they encounter a delay at the
security lines. Although TSA can be an inconvenience, the fact passengers view
the ‘assurance of safety practices’ as too much makes it hard for me to believe
they would be accepting of the extensive commercial space flight health
requirements, assessments, and subsequent (physiological) training. According
to Carrington (2013), the cost to purchase one seat on a Virgin Galactic flight
is $250,000; this includes other amenities such as training, lodging, etc., but
in order for this to be converted into a viable means of transportation, it
would still cost an astronomical amount of money. Thus, even if the cost was
lowered to $10,000, I highly doubt consumers (aside from those who are independently
wealthy) would pay that large sum of money, especially large families, to go
from point A to B when they could drive, take the train or bus, or fly (if
international) and save money. With that said, I believe the commercial space
flight will remain a routine escapade for those who can afford it, but will eventually
transpire into a mere ‘bucket list’ thing to do for other civilians that are
not as monetarily fortune. As I said, even if the cost per seat was lessened to
$10,000 and/or a family package discount was established, most people would
only be willing to spend that type of money for a ‘once in a life-time’
experience.
4) What are the qualifications to work in the space tourism industry - either from the pilot or the management perspective? This may require some research, perhaps even making a phone call.
The current
qualifications to work in the space tourism industry as a pilot surprised me as
they were more interesting than those for management personnel. I also found
the pilot qualifications to be much more strenuous than those of an airline
pilot, for obvious reasons. The basic qualifications established by the FAA for
an individual to work as a pilot in the space tourism industry are that they
must possess a current FAA certificate with an instrument ration in addition to
a current Class 1 medical certificate (Goehlich et al., 2013). Additionally,
space tourism operators have an extreme preference for pilots that have
experience and training in aircraft operation while wearing a pressurized suit
in high-altitude environments (since it is akin to suborbital flight). In other
words, to satisfy this qualification, space tourism operators would like pilots
to have previous military fighter jet experience. Thorough experience and
training in emergency procedures and crew coordination is yet another
qualification these operators have established. However, because this industry
deals with and operates in high-altitude and suborbital flight at higher
speeds, space tourism operators have a strong preference for military fighter
jet pilots because they tend to have more experience with expeditious, rational
decision-making at higher speeds and less time (as opposed to an airline pilot)
(Goehlich et al., 2013).
In addition to
possessing at least an FAA certificate with an instrument rating, Class 1 medical
certificate, the knowledge, experience, and skills to fly an aircraft, pilots
interested in space tourism flight must enhance their academic background by
taking additional courses to learn about suborbital flight in efforts to ensure
proficiency. Successful completion of the following courses are required and
considered basic academic qualifications: Advanced aerodynamics, rocket
mechanics, aerospace physiology, high-altitude operations, ballistic flight,
re-entry procedures, navigation, powerless flight, and emergency procedures
(relating to suborbital operation) (Goehlich et al., 2013). Possessing a
thorough understanding of all the courses previously mentioned is essential for
all pilots seeking to become involved in space tourism because they are necessary
to ensure the safety of the crew, passengers, and the non-participating public.
According to
Goehlich et al., (2013), pilots interested in the space tourism industry must
also qualify with respects to their piloting skill set(s), which is tested and
honed through hands-on experience (in an actual aircraft) to simulate
suborbital flight. As with anything, practice makes perfect, and when dealing
with the new suborbital flight environment and aircraft, pilots must meet the
qualifications and successfully master the three phases of suborbital flight,
which are boost, re-entry, and glide (Goehlich et al., 2013). Of these three
previously mentioned phases, the boost phase is the most dangerous; consequently,
it requires the most pilot training and proficiency, thus it is considered a
necessary qualification.
Therefore,
although the FAA says all a pilot looking to work within the space tourism
industry needs is an instrument rating, Class 1 medical certificate, and
sufficient aircraft operation knowledge, the fact is that the private space operators
are truly looking for experienced military fighter pilots because of their discipline,
‘seasoned’ skill set, previous physiological training and endurance, and
decreased environmental acclimation time.
References
Antczak, J. (2004). Space
tourism industry faces safety hurdles. The
Union-Turbine. Retrieved from http://legacy.sandiegouniontribune.com/uniontrib/20041007/news_1n7space.html
Carrington, D. (2013). What
does a $250,000 ticket to space with Virgin Galactic actually buy you?. CNN Travel. Retrieved from http://www.cnn.com/2013/08/15/travel/virgin-galactic-250000-ticket-to-space/
Dinerman, T. (2015). 2016 could
be the year space tourism takes off. Observer.
Retrieved from http://observer.com/2015/09/2016-could-be-the-year-space-tourism-takes-off/
Federal Aviation Administration
(FAA). (2016). New regulations govern private human space flight requirements
for crew and space flight participants. Office
of Commercial Space Transportation. Retrieved from https://www.faa.gov/about/office_org/headquarters_offices/ast/human_space_flight_reqs/
Federal Aviation Administration
(FAA). (2016). Regulations. Office of
commercial space transportation. Retrieved from https://www.faa.gov/about/office_org/headquarters_offices/ast/regulations/
Goehlich, R. A., Anderson, J.
K., Harrold, N. N., Bemis, J. A., Nettleingham, M. T., Cobin, J. M., … Ilchena,
N. Y. (2013). Pilots for space tourism. Embry-Riddle
Aeronautical University. Retrieved from https://commons.erau.edu/cgi/viewcontent.cgi?article=1001&context=ww-graduate-studies
Wall, M. (2011). First space
tourist: how a U.S. millionaire bought a ticket to orbit. Private Spaceflight. Retrieved from http://www.space.com/11492-space-tourism-pioneer-dennis-tito.html
Wall, M. (2011). Giant leaps:
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