1. Commercial space travel first started when Yuri Gagarin (a soviet cosmonaut) became the first human to be launched into space in 1961. Neil Armstrong became the first man to walk on the moon in 1969. In 1981, the U.S launched its first space shuttle which was called Columbia. The International Space Station was established in 1998. Finally, in 2004, Sir Richard Branson launched Virgin Galactic and started accepting reservations for suborbital flights ("Exploration Timeline" n.d).
Space travel has not been an entirely safe industry. There have been several notable incidents that caused the death of astronauts. In 1986, Space Shuttle Challenger disintegrated after take off. Seven crew members were killed. Upon re-entry, Space Shuttle Columbia crashed over Texas while heading to the Kennedy Space Center in Florida. Seven crew members were also killed in this accident. During a test flight in 2014, SpaceShipTwo (being developed for Virgin Galactic) broke up inflight. One crew member was killed and another parachuted to safety ("Deaths Associated With US Space Programs" n.d).
2. According to the FAA, The Commercial Space Launch Act of 1984 "authorizes the Department of Transportation (DOT) and, through delegations, the Federal Aviation Administration's (FAA) Office of Commercial Space Transportation (AST), to oversee, authorize, and regulate both launches and reentries of launch and reentry vehicles, and the operation of launch and reentry sites when carried out by U.S. citizens or within the United States. The Act directs the FAA to exercise this responsibility consistent with public health and safety, safety of property, and the national security and foreign policy interests of the United States. The Act also directs the FAA to encourage, facilitate, and promote commercial space launches and reentries by the private sector, including those involving space flight participants." ("Office of Commercial Space Transportation" n.d). This most likely developed to regulate increased interest in space travel and just to show that the FAA is "involved". I do feel that the rules are lenient and I do not think that they need to be amended as of yet. Private space travel is its infancy and it is very costly to develop. Because it is so cost prohibitive, not many people are going to jump on it. This is unlike what occurred when aviation first started to boom in the early 1900s. As of now, I do not think it would be a wise decision for the U.S government to invest more in commercial space travel; There are more important things that need attention and investment. Unless we are going to learn something that will help the world from commercial space travel, I do not think that the government should spend time, money, and effort into further regulations.
3. I would not be surprised if space tourism did not greatly develop in the next 20 years. Space tourism is a very costly industry. The cost of a ticket on Virgin Galactic is $250,000. No exact timeline has been specified for when the first commercial space flight will occur. Because of this, I do not think that there will be enough demand to drive up competition and lower down costs. I feel that this will be a privilege for the extremely wealthy people of the world. There is no added benefit from space tourism. It will not decrease the travel time between two cities. It will not bring cities around the world closer together. Unlike commercial flight, space travel will be one-time bucket list adventure. We have not further developed supersonic commercial travel because of lack of demand. Therefore, I do not see space tourism more than a one-time fad.
4. While there are many areas that require many qualifications for space tourism, I feel that anyone may be able to tap into the industry (If they are lucky enough). From a management perspective, I see space tourism developers requiring test subjects to assess the impact of space travel on the human body. Nasa has paid $18000 for test subjects to lie in a bed for 3 months while they do different experiments and research (Iwanicki, 2014). It may be similar in the development aspect of the space tourism industry.
References:
Exploration Timeline. National Geographic.
Retrieved From: http://www.nationalgeographic.com/125/timelines/space-exploration/
Deaths Associated With US Space Programs. AirSafe.com
Retrieved From: http://www.airsafe.com/events/space/astrofat.htm
Office of Commercial Space Transportation. Federal Aviation Administration.
Retrieved From: https://www.faa.gov/about/office_org/headquarters_offices/ast/regulations/
Fly With Us. Virgin Galactic
Retrieved From: http://www.virgingalactic.com/human-spaceflight/fly-with-us/
Iwanicki, A (2014). Nasa is Paying mE $18000 to Lie in a Bed for Three Months. Vice
Retrieved From: https://www.vice.com/en_us/article/nasa-patient-8179-100
Saturday, February 25, 2017
Friday, February 10, 2017
The Current Status of UAVs
1. Besides military usage, there are several ways in which drones or UAVs are used. The major use for UAVs is agriculture and public safety. Those industries account for 90% of civilian UAV usage according to a report that was done in 2013. Farmers use drones to fly over crops in order to keep track of produce, and to see if there are any diseased plants. They also use UAVs to scare off animals that might harm crops. UAVs could be outfitted with thermal imaging cameras for public safety missions (Scozaldra, 2015).
UAVs have also been replacing helicopters to cover high speed chases on TV. Additionally, they have also been used for arial photography.
According to the FAA, there is no license requirement for a UAV for fun. However, there are certain rules that must be followed. If the UAV is over 0.55 lbs., it must be registered with the FAA. No prior notification hast to be given to airports if they are flown more than 5 miles away. If the UAV is flown within 5 miles, then the ATC tower has to be notified. The UAV must always yield right of way to manned aircraft, and must be operated within visual line of sight of operator. UAVs cannot be heavier than 55 lbs. Public law 112-95 section 336 cover recreational or "fun" use of UAV operations. ("Getting Started" n.d)
For commercial operation of UAVs, a Remote Airman Certificate must be obtained. Certificate holder must be at least 16 years old and a TSA clearance must be obtained. UAVs may be used in class G airspace. Also, UAVs must be operated within visual line of sight. The UAV cannot be heavier than 55 lbs., and it may not be flown higher than 400 feet. UAV must only be operated during the day, they must not be flown over people, and they must not be operated from moving vehicles. 14 CFR PART 107 cover UAV commercial operations. ("Getting Started" n.d)
2. I definitely see UAVs integrating into the national airspace system. I believe that the FAA will be more involved in regulating the operations of UAVs. Currently, the popularity of UAVs is on the rise, and I feel that it will continue to rise. Since we always hear about UAV incidents on different media platforms, I believe that the FAA will eventually step in and start regulating operations more rigorously. I feel that the current UAV laws are too vague and not detailed enough. Because of their continued popularity and increase in use, the odds of an accident happening are increasing. Anyone can purchase a drone and use it recreationally, and sadly, there are many people out there who do not follow laws and regulations. I think that the FAA will eventually require certification for all UAV operations, not just commercial. Also, the methods and qualifications to earn a certification will be more detailed and more difficult than they currently are. The major problem I see of UAV integration is public confusion on what is allowed and what isn't. Because of their accessibility and affordability, the part of the population that will need certification is large, unlike pilots. Spreading the word is going to be difficult for the FAA.
3. Drones are increasingly being used in military operations by the United States. By 2013, the U.S had 8000 military drones. Between 2004 and 2013, U.S drones have killed between 1953 and 3279 people in Pakistan, according to the New American Foundation since (Levs, 2013). It is estimated that 18% to 23% of those people are civilian. The major benefit for their integration is that military drones have saved the lives of military personnel. Targets are able to get hit without putting the lives of military personnel in danger, since they can operate the drones from remote spots. There have been no benefits to protect civilian lives by the use of UAVs according to studies done by two prestigious U.S universities. There has been no proof to their precision and accuracy (Levs, 2013).
4. I simply searched of "UAV" in indeed.com, and I found an aerial photographer job. It requires the employee to own a UAV along with a camera. The applier must have an FAA certificate for commercial operations as well. This job is a contract position. https://www.indeed.com/cmp/Dronegenuity-LLC/jobs/Aerial-Photographer-94b1446605418ea9?q=UAV
References
Szoldra, P (2105). Here's How Drones are Going to Completely Take Over the Skies. Business Insider.
Retrieved From: Industrieshttp://www.businessinsider.com/drone-innovation-uses-2015-12/#there-are-many-other-uses-for-civilian-drones--an-industry-that-could-generate-upwards-of-82-billion-in-the-next-decade-10
Getting Started (n.d). Federal Aviation Administration.
Retrieved From: https://www.faa.gov/uas/getting_started/
Levs, J (2013). CNN Explains: U.S Drones. CNN.
Retrieved From: http://www.cnn.com/2013/02/07/politics/drones-cnn-explains/
UAVs have also been replacing helicopters to cover high speed chases on TV. Additionally, they have also been used for arial photography.
According to the FAA, there is no license requirement for a UAV for fun. However, there are certain rules that must be followed. If the UAV is over 0.55 lbs., it must be registered with the FAA. No prior notification hast to be given to airports if they are flown more than 5 miles away. If the UAV is flown within 5 miles, then the ATC tower has to be notified. The UAV must always yield right of way to manned aircraft, and must be operated within visual line of sight of operator. UAVs cannot be heavier than 55 lbs. Public law 112-95 section 336 cover recreational or "fun" use of UAV operations. ("Getting Started" n.d)
For commercial operation of UAVs, a Remote Airman Certificate must be obtained. Certificate holder must be at least 16 years old and a TSA clearance must be obtained. UAVs may be used in class G airspace. Also, UAVs must be operated within visual line of sight. The UAV cannot be heavier than 55 lbs., and it may not be flown higher than 400 feet. UAV must only be operated during the day, they must not be flown over people, and they must not be operated from moving vehicles. 14 CFR PART 107 cover UAV commercial operations. ("Getting Started" n.d)
2. I definitely see UAVs integrating into the national airspace system. I believe that the FAA will be more involved in regulating the operations of UAVs. Currently, the popularity of UAVs is on the rise, and I feel that it will continue to rise. Since we always hear about UAV incidents on different media platforms, I believe that the FAA will eventually step in and start regulating operations more rigorously. I feel that the current UAV laws are too vague and not detailed enough. Because of their continued popularity and increase in use, the odds of an accident happening are increasing. Anyone can purchase a drone and use it recreationally, and sadly, there are many people out there who do not follow laws and regulations. I think that the FAA will eventually require certification for all UAV operations, not just commercial. Also, the methods and qualifications to earn a certification will be more detailed and more difficult than they currently are. The major problem I see of UAV integration is public confusion on what is allowed and what isn't. Because of their accessibility and affordability, the part of the population that will need certification is large, unlike pilots. Spreading the word is going to be difficult for the FAA.
3. Drones are increasingly being used in military operations by the United States. By 2013, the U.S had 8000 military drones. Between 2004 and 2013, U.S drones have killed between 1953 and 3279 people in Pakistan, according to the New American Foundation since (Levs, 2013). It is estimated that 18% to 23% of those people are civilian. The major benefit for their integration is that military drones have saved the lives of military personnel. Targets are able to get hit without putting the lives of military personnel in danger, since they can operate the drones from remote spots. There have been no benefits to protect civilian lives by the use of UAVs according to studies done by two prestigious U.S universities. There has been no proof to their precision and accuracy (Levs, 2013).
4. I simply searched of "UAV" in indeed.com, and I found an aerial photographer job. It requires the employee to own a UAV along with a camera. The applier must have an FAA certificate for commercial operations as well. This job is a contract position. https://www.indeed.com/cmp/Dronegenuity-LLC/jobs/Aerial-Photographer-94b1446605418ea9?q=UAV
References
Szoldra, P (2105). Here's How Drones are Going to Completely Take Over the Skies. Business Insider.
Retrieved From: Industrieshttp://www.businessinsider.com/drone-innovation-uses-2015-12/#there-are-many-other-uses-for-civilian-drones--an-industry-that-could-generate-upwards-of-82-billion-in-the-next-decade-10
Getting Started (n.d). Federal Aviation Administration.
Retrieved From: https://www.faa.gov/uas/getting_started/
Levs, J (2013). CNN Explains: U.S Drones. CNN.
Retrieved From: http://www.cnn.com/2013/02/07/politics/drones-cnn-explains/
Friday, February 3, 2017
Duty Limitations and Cargo Carries
1. After the Colgan Air accident, the FAA issued new regulations for pilots in order to ensure safer flights for passengers in the United States and abroad. The major new regulation for part 121 operations was the 1500 hour rule. Previously, the requirement to become a co-pilot (first officer) was a commercial pilot license with 250 hours of flight time. After the Colgan Air 3407 crash of 2009, co-pilots were required to have an Air Transport Pilot (ATP) certificate. This requires 1500 total time as a pilot. The new regulations were enacted by the Federal Aviation Administration Extension Act of 2010. There are some exceptions to obtain an ATP certificate. For example, military pilots are required to have 750 hours of pilot time. Pilots with a Bachelor's degree in aviation are required to have 1000 hours ("Press Release-FAA Boosts Aviation Safety with New Pilot Qualification Standards", 2013).
Duty limitations were modified after the Colgan Air crash. Flight time is now limited to eight or nine hours, depending on the pilot's start time of duty. The time that counts as flight time is any time the aircraft is moving under its own power before, during, and after flight. There is now a requirement of at least 10 hours of rest period between flight duty periods. There must also be an opportunity for 8 hours of uninterrupted sleep for pilots. Additionally, pilots must be free from duty for a period of at least 30 consecutive hours each week. Pilots and airlines are jointly expected to be responsible for considering fatigue. Pilots must state before duty that they feel they are fit to fly ("Press Release-FAA Issues Final Rule on Pilot Fatigue ", 2011).
2. Currently, pilots under Part 135 operations may not exceed 1200 hours in one calendar year. Additionally, there is a maximum of 120 hours of flight time each month. They may not fly more than 34 hours per week either. Pilots are required to have 9 consecutive hours of rest after schooled flight time that is less than 8 hours. For scheduled flight time more than 8 hours but less than 9 hours, there is a requirement of 10 consecutive hours of flight. For 9 hours or more of scheduled flight time, pilots are required to have 11 consecutive hours of rest ("14 CFR 135.265-Flight Time Limitations" n.d)
3. The main reason that cargo carriers are not enforced by the FAA by these regulations is that they are too costly compared with the benefit they could generate in this industry ("Press Release-FAA Issues Final Rule on Pilot Fatigue ", 2011). Personally, I believe that this is the main reason that cargo carriers are not enforced by the new rule. However, I do think that public perception plays a big role in this situation. The FAA Extension Act of 2010 was enacted as a response to the public backlash that resulted from the Colgan Air 3407 crash. In order to show that the FAA takes responsibility in ensuring safe transportation for the public, the Extension Act of 2010 was issued. I do not think that value of life played a big reason in the actions of FAA. After all, fatigued and inexperienced pilots not only put their passengers' lives in danger, they also put the lives of everyone else they fly over in danger as well. If value of life was one of the reasons behind the actions of the FAA, then cargo carriers would be required to follow the same rules passenger carriers are required to follow.
4. I do believe that cargo carriers should be required to follow these rules. Fatigue must not be taken lightly. For the value of life of pilots and the general public, I think that the FAA should require cargo carriers to follow the fatigue mitigation rules. Pilots on a UPS flight that crashed in Alabama could be heard saying that they are fatigued. According to transcripts, the deceased pilots complained how cargo carriers are not required to follow the same fatigue rules as airline carriers (Carroll, 2014). If this requirement puts an undue burden on cargo carriers because of costs, then maybe the FAA could make a provision in which cargo carriers are required to implement fatigue rules slowly over a certain period of time. This may mitigate the cost factor that cargo carriers face.
5. If cargo carriers were required to follow the same fatigue rules, then the workplace environment of management operations in cargo operations would significantly change. Schedules will have to be adjusted to follow the same rules. From a management perspective, the workload would most likely increase because there are more requirements to follow in order to make sure pilots are well rested and not fatigued. There are several areas within the management side that need to be addressed. For example, pilot accommodations may need to be adjusted in order to account for pilot rest time. A hotel that is closer to the airport may need to be reserved so that crew members can get adequate rest. More pilots need to be hired in order to create more slack in the schedule since pilots will no longer be allowed to work the same amount of hours. Training facilities may need to be expanded in order to accommodate the increase in pilots being hired. Contracts for cargo deliveries may need to also be adjusted because cargo deliveries might not reach their destinations as quickly as before. Basically, the workload for pilots will decrease while the workload for management will increase.
References
Press Release-FAA Boosts Aviation Safety with New Pilot Qualification Standards (2013). Federal Aviation Administration. Retrieved From: //www.faa.gov/news/press_releases/news_story.cfm?newsId=14838
Press Release-FAA issues Final Rule on Pilot Fatigue (2011). Federal Aviation Administration. Retrieved From:
https://www.faa.gov/news/press_releases/news_story.cfm?newsId=13272
14 CFR 135.265-Flight Time Limitations and Rest Requirements: Scheduled Operations. (n.d). Cornell University Law School Retrieved From:
https://www.law.cornell.edu/cfr/text/14/135.265
Carroll, J (2014). UPS Pilots Urge More Rest for Cargo Crews. USA Today. Retrieved From: http://www.usatoday.com/story/news/nation/2014/03/13/ups-pilots-urge-more-rest-for-cargo- crews/6402615/
Duty limitations were modified after the Colgan Air crash. Flight time is now limited to eight or nine hours, depending on the pilot's start time of duty. The time that counts as flight time is any time the aircraft is moving under its own power before, during, and after flight. There is now a requirement of at least 10 hours of rest period between flight duty periods. There must also be an opportunity for 8 hours of uninterrupted sleep for pilots. Additionally, pilots must be free from duty for a period of at least 30 consecutive hours each week. Pilots and airlines are jointly expected to be responsible for considering fatigue. Pilots must state before duty that they feel they are fit to fly ("Press Release-FAA Issues Final Rule on Pilot Fatigue ", 2011).
2. Currently, pilots under Part 135 operations may not exceed 1200 hours in one calendar year. Additionally, there is a maximum of 120 hours of flight time each month. They may not fly more than 34 hours per week either. Pilots are required to have 9 consecutive hours of rest after schooled flight time that is less than 8 hours. For scheduled flight time more than 8 hours but less than 9 hours, there is a requirement of 10 consecutive hours of flight. For 9 hours or more of scheduled flight time, pilots are required to have 11 consecutive hours of rest ("14 CFR 135.265-Flight Time Limitations" n.d)
3. The main reason that cargo carriers are not enforced by the FAA by these regulations is that they are too costly compared with the benefit they could generate in this industry ("Press Release-FAA Issues Final Rule on Pilot Fatigue ", 2011). Personally, I believe that this is the main reason that cargo carriers are not enforced by the new rule. However, I do think that public perception plays a big role in this situation. The FAA Extension Act of 2010 was enacted as a response to the public backlash that resulted from the Colgan Air 3407 crash. In order to show that the FAA takes responsibility in ensuring safe transportation for the public, the Extension Act of 2010 was issued. I do not think that value of life played a big reason in the actions of FAA. After all, fatigued and inexperienced pilots not only put their passengers' lives in danger, they also put the lives of everyone else they fly over in danger as well. If value of life was one of the reasons behind the actions of the FAA, then cargo carriers would be required to follow the same rules passenger carriers are required to follow.
4. I do believe that cargo carriers should be required to follow these rules. Fatigue must not be taken lightly. For the value of life of pilots and the general public, I think that the FAA should require cargo carriers to follow the fatigue mitigation rules. Pilots on a UPS flight that crashed in Alabama could be heard saying that they are fatigued. According to transcripts, the deceased pilots complained how cargo carriers are not required to follow the same fatigue rules as airline carriers (Carroll, 2014). If this requirement puts an undue burden on cargo carriers because of costs, then maybe the FAA could make a provision in which cargo carriers are required to implement fatigue rules slowly over a certain period of time. This may mitigate the cost factor that cargo carriers face.
5. If cargo carriers were required to follow the same fatigue rules, then the workplace environment of management operations in cargo operations would significantly change. Schedules will have to be adjusted to follow the same rules. From a management perspective, the workload would most likely increase because there are more requirements to follow in order to make sure pilots are well rested and not fatigued. There are several areas within the management side that need to be addressed. For example, pilot accommodations may need to be adjusted in order to account for pilot rest time. A hotel that is closer to the airport may need to be reserved so that crew members can get adequate rest. More pilots need to be hired in order to create more slack in the schedule since pilots will no longer be allowed to work the same amount of hours. Training facilities may need to be expanded in order to accommodate the increase in pilots being hired. Contracts for cargo deliveries may need to also be adjusted because cargo deliveries might not reach their destinations as quickly as before. Basically, the workload for pilots will decrease while the workload for management will increase.
References
Press Release-FAA Boosts Aviation Safety with New Pilot Qualification Standards (2013). Federal Aviation Administration. Retrieved From: //www.faa.gov/news/press_releases/news_story.cfm?newsId=14838
Press Release-FAA issues Final Rule on Pilot Fatigue (2011). Federal Aviation Administration. Retrieved From:
https://www.faa.gov/news/press_releases/news_story.cfm?newsId=13272
14 CFR 135.265-Flight Time Limitations and Rest Requirements: Scheduled Operations. (n.d). Cornell University Law School Retrieved From:
https://www.law.cornell.edu/cfr/text/14/135.265
Carroll, J (2014). UPS Pilots Urge More Rest for Cargo Crews. USA Today. Retrieved From: http://www.usatoday.com/story/news/nation/2014/03/13/ups-pilots-urge-more-rest-for-cargo- crews/6402615/
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