Commercial Space Transportation

The commercial space tourism started at April 28, 2001, the first space tourist American business man Dennis Tito successfully completed his first trip to the space, he payed his own way to the international space station of a Russian spacecraft. The estimated amount of money he spent for this trip was almost about 20million dollars.(Wall, 2011)  Dennis could be consider as the pioneer of the commercial space travel,  now a day there are several companies that are currently operating commercial space tourism business. Only a few of them are currently operating, most of they are in testing and concept stage. There six company that are currently very close from launching and begin their final testing stage which include, SpaceX, Orbital Science, Blue Origin, Bigelow Aerospace, Space dev and Virgin Galactic (Fox, 2010)  The virgin Galactic claim themselves  as the first commercial space travel company, however their recent test flight was ended in a disastrous result. The recent news states that the space X companies had successfully completed their testing flight and landed successfully their falcon 9 aircraft.

According to my research, NASA and FAA will be working together to share responsibility to regulate the commercial spaceflight. In the future FAA will be issuing the license to companies which can provide safety standard for their flight launch. And NASA will be responsible for overseeing and the safety of the operation. (Chow, 2012)  According to FAA, they have an office of commercial space transportation, their responsibility include the licensing launches, permitting  launches, and licensing reentries, safety approval of activities. (FAA, 2015). FAA also published Chapter III, Parts 400 to 460, of Title 14 Code of Federal Regulations (CFR). The regulations implement statutory requirements to help to overseeing the safety of operation.

Currently I’m still seeing commercial space travel as a concept, and it is still in the testing process. I can see it may succeed in the future but in turn of opening into general public, I still think it is a leisure experience for billionaires and only very small percentage of general public will be able to afford it. It is definitely different from commercial airlines industry, since airlines industry is providing a transportation service, which is almost mandatory for the public to get around places for different kinds of reasons. However for space travel, it is mainly of leisure and experiences, it is not necessary for general public to travel to the space.

The qualification should be controlled by FAA, which include different type of licensing. Which should be operating under 14 CFR Chapter III (FAA/AST Regulations. For the management side, the operation must be obtaining different type of licenses and approval FAA, which include experimental and launching license, and also safety approval. (FAA, 2015) For pilots, the FAA regulation 14 CFR 406.5 gives detailed explanation of operators the crews must complete all related training, the pilot must carry an FAA pilot certificate with an instrument rating, Receive vehicle and mission-specific training for each phase of flight,  and be Informed with all the risk involved with the operation and competed all emergency situation training. (FAA, 2015) 

Chow, D. (2012, June 18 ). NASA & FAA Set Rules for Private Space Flights. Retrieved from http://www.space.com/16183-commercial-human-spaceflight-nasa-faa-regulations.html

Fox, S. (2010, June 24). 6 Private Companies That Could Launch Humans Into Space. Retrieved from http://www.space.com/8541-6-private-companies-launch-humans-space.html

Licenses & Permits: Commercial Space Transportation. (n.d.). Retrieved from https://www.faa.gov/about/office_org/headquarters_offices/ast/licenses_permits/media/Part_400_compilation.pdf

Office of Commercial Space Transportation. (2010, September 03). Retrieved from http://www.faa.gov/about/office_org/headquarters_offices/ast/regulations/

Wall, M. (2011, April 27). First Space Tourist Retrieved from http://www.space.com/11492-space-tourism-pioneer-dennis-tito.html

Who is able to draw the line between fair and unfair? Should the U.S carriers always be the victim?

ME3 also know as Middle Eastern 3, which is the 3 major carriers that are based in Middle Eastern areas, which are Qatar Airways, Etihad Airways and Emirate. ME3 are popular to be known as fastest growing airline, which provide luxury service for international long haul route, with their new and modern fleets. Within the Aviation industry, they are also know as “crazy buyer” of new aircraft, for example Emirates is currently operating more than 100 Boeing 777-300ER aircrafts, and 150more will be delivery to them in the future. (Boeing, 2013) Due to the great geographical location, Middle Eastern Area is growing as the hub around the world. However, one of the important that how are they covering their huge amount of operation cost? It is not hard to find out that ME3 are which they claim as indirectly receiving subsidies from the government(Boarding Area, 2015). As also claim by CEO of Etihad airway that they are currently not making profit and making profit is not their goal of operation (Boarding Area, 2015). The indirect government subsidies cover most of their operation cost, and help them to ignore the probability of their operation and expanding their net work significantly faster than other carriers without worrying about their expense, and also mention by the editor of “boarding time” ME3 are not financially motivated, their intentional is to use the airline industry to put themselves onto the world map and attract trades around the world(Boarding Area, 2015)

According to my research there are no evidence showing that the U.S carriers directly receiving government found. But as we know, aviation is a very costly industry, most of the airlines around the world are soon how receiving indirectly benefits for example fuel tax break. The editor of the “wing views” states that U.S carrier were receiving subsidies during very early stage of the operation, and they are currently might be receiving some tax break. (Leff, 2015) However, the writer claim, U.S carriers are working very closely with government subsidies carrier around the world, especially their Alliance partner, which Delta could be a example of working closely, with China Eastern which is a largely government subsidies Chinese carrier, Delta actually bough 450million worth of stock of China Eastern, which they can potentially receive benefits at expanding Shanghai and Chinese Market. (CNBC, 2015) However the benefit that an U.S carrier could able to receive from government is really tiny comparing to the amount that middle eastern carriers are currently receiving.

According to my research, the export and import bank actually supports foreign company which import U.S aircraft, the export and import bank will be providing the campiness with a lower interest rate for purchasing U.S built aircraft.(Weisman & Lipton, 2015) which can’t be able to provide to the U.S domestic company. I would say it is unfair to the U.S carrier, however this is the strategy use to promote U.S aircraft manufacturing industry, which can boost up the U.S economy. However, it's clearly that the ME3 are taking advantage of it, placing huge order of aircrafts and expend their marker without concerning the cost.

Overall in my opinion, it is clearly unfair for the U.S Companies, since the main objective of ME3 is not making profit, so that they can expand their market regardless if it's profitable. It creates threat toward carriers around the world. However, the problem is who is able to draw the line between fair and unfair? Are U.S and European governments able to do so? It is clear not as simple as battles between carriers, it is involving with trades between government. UAE government support Emirate to place a 150 orders of Boeing next generation 77X, and they currently running a almost 100 777-300er aircraft. For Airbus, they ordered 85 airbuses A380, without such a big order of A380; the A380 project might be bankrupt due to the huge delays. Over 300 U.S built aircrafts, it is huge trade between two countries, it helps to boost up U.S economic in GDP and provide huge amount of job position. So sadly even if it is extremely unfair for U.S carriers, there are very limited amount of action the both U.S and European government would do under the influence of such a big due. Sadly U.S carrier could only be the victim.

Boeing Emirates orders 150 77Xs. (n.d.). Retrieved March 07, 2016, from http://www.boeing.com/commercial/customers/emirates/emirates-announces-an-order-for-150-777xs.page

Delta to buy 3.55% China Eastern stake for $450m. (2015). Retrieved March 07, 2016, from http://www.cnbc.com/2015/07/27/delta-to-buy-355-china-eastern-stake-for-450m.html

Should The Big Three Middle Eastern Airlines Be Stopped (2015). Retrieved from http://onemileatatime.boardingarea.com/2015/02/08/big-three-middle-eastern-airlines-stopped/

US Airlines Have Received More Subsidies than Middle East Ones - View from the Wing. (2015). Retrieved from http://viewfromthewing.boardingarea.com/2015/04/08/us-airlines-have-received-more-subsidies-than-middle-east-ones/

Current status of UAVS

UAVs, also commonly been called as drone, is firstly a military technology that commonly uses for capture image around the world for national defense issues. UAVs technology Is now currently developed into civilian uses. The civilian uses are usually image captures purpose, for example farming, movie filming, news reporting, photograph, real state. Also there are package or mail delivery service operating by using drones.(Techworld, 2016) The development of the civilian uses is causing a significant increase in the number of drone operators. However as the uses of UAVs are significant growing, there is more safety concern rising regarding the operation of UAVs. According to FAA official website. There are different rule according to different model and different uses. For hobby and recreational uses, the aircraft need no be registered if it’s weigh under 55 pounds and operating height under 500 feet. However UAVs operation is strictly banned form operating in a flight path or location close to an airport (FAA, 2015) For business uses, there are several different kinds of certificate need to be applied which includes Special Airworthiness certificates, UAS type and airworthiness certificates and petition for Exemption with a civil Certificate of Waiver or Authorization. However operating UAVs during a special sports event, airshow or any populated area need further special approval from FAA.(FAA,2015)

I do see UAV is integrating with national airspace, because some of the operators are lack of knowledge of rules and regulation regarding operation of UAVs, in terms of altitude and weight limitations, and location of operating. It is also very hard to enforce the violations since they could be operating anywhere anytime. Also the technology develops, the UAVs technology should becoming more common and the number of operator should be keep on growing, there will be more violation happens around the U.S which might potentially causing hazard. FAA should widely inform the rules and more education should be done.

According to the article posted by Drone study center at Bard College. As the development of technology became more advanced. The U.S military had been switching into “Stand off” strategy. The U.S military is investing heavily on long range precision weapon such as long range missile and precision guild munitions, so that the military could reduce amount of ground troop that is deployed to the battle few and fight for the war in the distance. As the article also mentions that drone is a revolutionary invention for “stand off” weapons embodying the best of long-range precision strike and reconnaissance ideals. (Gettinger, 2013) the “stand off” strategy will significantly reduce the lost of life during a battle, in economic point of view it is worth it to put investment to avoid putting troop life into danger.

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Reference

15 best uses of drones in business. (n.d.). Retrieved from http://www.techworld.com/picture-gallery/personal-tech/6-best-uses-of-drones-in-business-3605145/ 

Gettinger, D. (2013). Are Drones Revolutionary? Retrieved from http://dronecenter.bard.edu/drones-revolutionary/ 

 Unmanned Aircraft Systems (UAS) Frequently Asked Questions. (Dec, 2015). Retrieved from https://www.faa.gov/uas/faq/#qn2 

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Cargo Pilots Fatigue

The FAA announce an improvement on pilots fatigue rules after the accident of Colgan Air3407, to improve the safety of the operation and the fatigue of the pilots, one of the change is the minimum rest hour of the pilot will be increase from 8hour to 10hour. (FAA, 2011) The allowable length of a flight duty is also adjusted according to the beginning time of the flight and number of the segment, which is in a range of 9-14 hours. Also limited the flight time of 8-9 hours of the pilot’s duty period. (FAA, 2011)

According to the FAA website and U.S government publish website, I have found the operation requirement for both the flag operation and supplemental operation, and tried the difference between these 2 requirements, clearly the operation requirement for the flag operation is more strict and detailed compare to the supplemental operation. For example for the flag operators there is a rule states “No pilot may fly more than 32 hours during any seven consecutive days, and each pilot must be relieved from all duty for at least 24 consecutive hours at least once during any seven consecutive days”(ECFR, 2016) however this rule can’t be find in supplemental operation. For the supplemental pilot it only states that” Each certificate holder conducting supplemental operations shall relieve each pilot from all duty for at least 24 consecutive hours at least once during any seven consecutive days.”(ECFR, 2016)  Furthermore there are requirements for flag operation that the rest period need to be given to pilot who is continuously flying for more than 8 hours, however in cargo operation the pilot can continue flying for more than 8 hours but less than 10 hours without resting period if the aircraft meets certain requirements(ECFR, 2016).

According to the FAA statement, “Covering cargo operators under the new rule would be too costly compared to the benefits generated in this portion of the industry”(FAA, 2011) Which show that FAA thinks that it is less beneficial for cargo operation comparing to the passengers operation, and they think it is too costly. I think one of t the safety requirement is not as high as passenger operation mainly because there are no life on board, that’s why they have a higher standard for safety it is mainly due to the value of life, and they don’t feel like change rule for cargos, and cargos might generate lesser profit compare to passenger, so that they don’t want to enforce the cargo operator to follow the rules.

I think Cargo operation should be included into the new rules, firstly I think the life of the pilots is the same no matter if they are transporting passenger or cargo, the rule will be forcing cargo operators to follow the rule and give more rest period for the cargo pilots. As well know fatigue is one of the hazard of the aviation safety. This hazard should be eliminated regardless if they pilots are transporting passengers or cargo. Also cargo planes mostly operates at night time and the equipment is more aged, so they need more attention, fatigue could cause more hazard to cargo pilots than passenger pilots.

For me as a future manager I think it is there would be some impact for me, if I am working for cargo operators in the future, the first impact I would think is a significant increase a cost which means managers need to hire more pilots for the same amount of hours. The company might stress manager to cut budget or save cost in elsewhere, However as a manager I would think the safety is priority concern for the aviation industry, I still support that cargo operator should be following the rule as well.

Reference

Press Release – FAA Issues Final Rule on Pilot Fatigue. (n.d.). Retrieved from https://www.faa.gov/news/press_releases/news_story.cfm?newsId=13272

ECFR 121.503. (n.d.). Retrieved February 09, 2016, from http://www.ecfr.gov/cgi-bin/text-idx?SID=5d27eb1f0c982be9486a3665a87be155

ECFR PART121.481. (n.d.). Retrieved from http://www.ecfr.gov/cgi-bin/text-idx?SID=5d27eb1f0c982be9486a3665a87be155 

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Third Class Medical Reform

According to the article on Aviation Week, medical reform includes that new pilot’swill only need to obtain FAA medical certification one time to establish benchmark of their health, instead of repeating the visit to an examiner. And any pilots currently having the medical within 10 years can also meet thecondition.(McMillin, 2015) Instead of going to see the FAA examiner, they can also to do health test online and see a personal doctor, and recording onto the log book. According to General Aviation News, the agenda of the medical reform is to “reduce barriers to medicalcertification in a manner that allows for the continued safe operation ofgeneral aviation aircraft while providing cost savings to both the FAA and thegeneral aviation community” (General Aviation News, 2015) As we can see it is beneficial to both pilot community and the FAA, pilots will be required to visit examiner much lesser than it required before. However the reform of the medication need to be ensure the safety, efficiency and standard of aviation.

According to the an article on AOPA, The Pilots’ Bill of Rights 2 was passed by the end of 2015, however there are still . According Elizabeth Tennyson, the Senior Director of communication of AOPA, she states that the current extension of FAA fund willbe expired in March 31 which leaving limited time for the house and senate tosend to the president.(Tennyson, 2016) However the FAA might file a father extension. For her article, as we can see that it is very hard to estimate when will the reform actually happening. It takes a lot of time to get everything approved since a lot of oppose voice might be rise by the difference side of the society. there are still a lot of consideration need to be process before the actual reform happens. 

As one of the aspect is to reduce the visit the FAA examiner, the pilot can able to do the simple exams online and also visit a personal health inspector and put the health record onto their log books. (McMillin, 2015) To pro of the aspect is to reduce the cost of the pilot for visiting the FAA certified examiner which might be very costly to the pilots. However oppose side, it is difficult to maintain the standard, as the responsibility of the exam will be moved from FAA certified examiner to the personal physician that he pilot found, is it hard to tell if the personal physician is doing the right job that meets the FAA standard, and the honesty of the pilot might be challenged since pilot might be able to hide some of their health conditions.

For me personally I support the reform and I think it is necessary, only if the cost of the reform will be lesser than the benefits, and the safety standard can be maintained. Since it is a cost saving for both FAA and the pilots, and it will be more flexible for the pilots and reduce a lot of process. Since most private pilot flies for their own leisure instead of commercial flying, It is alright to give  some responsibilities for private pilot to keep impact their own health condition, FAA should come out with a plan that how would they maintain the standard and inspection of the log book that records the pilot’s health condition.  

Reference

GA advocates urge Congress to support medical reform. (2015). Retrieved from http://generalaviationnews.com/2015/11/17/ga-advocates-urge-congress-to-support-medical-reform/

Millin, M. (2015, December 11). Third-Class Medical Reform Moves To Senate. Retrieved from http://aviationweek.com/awinbizav/third-class-medical-reform-moves-senate      

           

            Tennyson, E. (2016, January 14). Next steps for medical reform. Retrieved from http://www.aopa.org/News-and-Video/All-News/2016/January/14/Next-steps-for-medical-reform