Prizing success in aerospace innovation (Baltimore Sun)

http://www.baltimoresun.com/news/opinion/oped/bs-ed-science-prizes-20130417,0,3148111.story

By Darryll Pines12:37 p.m. EDT, April 17, 2013

The future economic growth and competitiveness of the United States depends on our capacity to innovate. Many ideas have emerged from government, industry and academia regarding how best to inspire and support innovation. But nothing spurs creativity and innovation more than a combination of incentive and challenge: a reward for achievement, combined with the urgency of a dare to succeed and the reality that we must race against others. We are at our best when we compete.

This is why I believe that prizes and competitions are crucial to create a climate of innovation and entrepreneurship, and for driving new advances in targeted areas. At the University of Maryland, I have personally seen the positive impact that competing for external prizes has had on the development of our students. In 2012, our Gamera student team set the world record for the longest human-powered helicopter flight. The $250,000 American Helicopter Society’s Sikorsky Prize has fueled the team’s drive for success.

The aerospace industry presents a compelling case study of the considerable impact that prizes and competitions can have. Innovation in aerospace has historically kept the U.S. at the forefront of technology advances and helped create new industries, such as the commercial transport of people and cargo, unmanned aerial systems for civilian and military missions, and, more recently, commercial space travel.

A key catalyst for these advances has been the establishment of aerospace prizes and competitions to accelerate invention, ingenuity and investment. When competitions and prizes are properly posed, they can inspire creativity, invention, and entrepreneurship; leverage external financial investment that is typically 5 to 10 times the prize value; bring diverse groups of people together to solve a single problem; accelerate technology advances; and launch new industries, boosting job creation and economic development.

The Orteig Prize, established in 1919 by hotel owner Raymond Orteig, offered $25,000 for the first nonstop aircraft flight between New York and Paris. On May 21, 1927, Charles Lindbergh completed the first solo transatlantic flight in history in 33 hours and 30 minutes; aircraft industry stocks rose in value and interest in flying skyrocketed. Lindbergh’s subsequent tour in the “Spirit of St. Louis” demonstrated that the airplane was a safe, reliable mode of transportation. That year, applications for pilot licenses in the U.S. tripled and the number of licensed aircraft quadrupled.

Years later, a community of aviation enthusiasts sought to realize the human-powered flight dreams of Leonardo da Vinci. British industrialist Henry Kremer established the Kremer Prize in 1959 to accelerate advances in human powered flight. The prize value was originally 5,000 British pounds and later increased to 50,000 pounds.

Paul MacCready and his team won the first Kremer Prize for flying a figure eight in 1977 with his Gossamer Condor aircraft, flown by cyclist Bryan Allen. MacCready’s team won a second Kremer Prize in 1979 by crossing the English Channel in 2 hours, 49 minutes in their Gossamer Albatross.

In 1988, another group led by John Langford of MIT pushed human powered-flight further. The team’s Daedalus vehicle flew 71.5 miles in less than four hours, the world records for distance and duration for human-powered aircraft.

Advances associated with these human-powered flights led to the emergence of high-altitude, long-endurance, unmanned aerial vehicles such as Aurora Flight Sciences and AeroVironment. Today, these two aerospace firms employ approximately 1,000 people.

The X Prize, first proposed by Peter Diamandis in 1995, was designed to demonstrate that a private vehicle could be flown to the edge of space, to show spaceflight could be affordable and accessible to civilians, opening the door to commercial space tourism.

The $10 million prize, later renamed the Ansari X Prize, was awarded in 2004 to aerospace pioneer Burt Rutan and Microsoft co¿founder Paul Allen, and their space plane SpaceShipOne.

Subsequently, a number of commercial space companies emerged to support the demand for launch services, satellite development, space science and education, and space tourism. Commercial space transportation boosted economic activity, employee earnings, and job growth in the aerospace industry.

Back at the University of Maryland, our Gamera team, fresh off last year’s success, is now involved in an exciting “international aerospace race” with Canada’s AeroVelo team to see who can capture the 32-year-old prize first. No matter who wins the prize, the journey will be worth the investment of time and resources to inspire the next generation of innovators to push science and engineering to its limits.

Competing brings out the best in us. If our goal is to truly inspire and support innovation, we should work together to create more high-value prizes in areas where this work is needed most urgently.

Darryll J. Pines is dean and Nariman Farvardin Professor of Aerospace Engineering at the Clark School of Engineering at the University of Maryland. At UM, he has emphasized the importance of helping students achieve success in national and international student competitions. His email is darryll.pines@gmail.com.

Read more: http://www.baltimoresun.com/news/opinion/oped/bs-ed-science-prizes-20130417,0,3148111.story#ixzz2Ugz4ua8G

X Prize Founder Peter Diamandis Has His Eyes on the Future

http://www.wired.com/wiredscience/2012/06/mf_icons_diamandis/

Peter Diamandis has a perspective that’s too expansive for a single planet. He built his first companies—12 of them—as social and technological thrusters designed to clear the way for human space colonies. Later, as founder of the X Prize Foundation and cofounder of Singularity University, he splashed down to focus on the most pressing problems here on Earth.

A child of the Apollo era, Diamandis grew up expecting the US government to colonize outer space. But decades of NASA timidity eventually convinced him that the only way to get off the planet was to build a private space industry. His breakthrough idea was to resurrect a brilliant notion from the early 20th century: Offer substantial cash prizes for achieving milestones of flight. Civilian aerospace would grow contest by contest, innovation by innovation.

It worked. The $10 million Ansari X Prize resulted in the first repeatable private flight to the edge of space and became the first in a slew of aerospace competitions. Diamandis then applied the same method to other issues like fuel efficiency, oil spill remediation, and health care costs. The upshot was a series of breakthroughs and a mini-boom in innovation-spurring competitions.

He soon realized that the same forces that enabled a small team of amateurs to make a lunar lander could empower cadres of bright, idealistic people to solve earthly problems. To that end, he founded Singularity University. Now in its fourth year, the 10-week summer school trains next-generation leaders in using fast-evolving technologies to address what he calls “humanity’s grand challenges.”

Oh, and then there’s his most recent undertaking: A company unveiled in April that’s devoted to mining platinum, water, and other extractables from asteroids that careen past Earth. The startup, Planetary Resources, has serious financing from Google’s Larry Page and Eric Schmidt as well as Ross Perot and former Microsoft software chief Charles Simonyi.

The technologies that power such ambitious dreams, as Diamandis writes in his book (coauthored with Steven Kotler) Abundance: The Future Is Better Than You Think, are propelling us not only to the stars but, he fervently insists, toward an era of unprecedented prosperity.

Ted Greenwald: Have you always wanted to change the world?

Peter Diamandis: No. My first ambition was to get off the world. My childhood dreams were focused on being part of the effort to make humanity a multiplanetary species. I believe we have a moral obligation to back up the biosphere, take it off-planet, and give ourselves the safety of ubiquity. Ultimately it’s what we do. We have the exploration gene.

Greenwald: What sparked your interest in space travel?

Diamandis: As a child, it was the Apollo program and the original Star Trek series on TV. A key memory: When I was 8 years old, I sat my parents down and gave them a lecture on the Apollo program. My dad gave me $5—the first money I ever earned in aerospace.

Greenwald: How did you end up studying medicine?

Diamandis: My father, who grew up picking olives on the Greek island of Lesbos, was a doctor. So my family expected me to become a physician. But I divided my life between premed and space cadet. In 1980, during my sophomore year at MIT, I realized that the school didn’t have a student space organization. I made posters for a group I called Students for the Exploration and Development of Space and put them up all over campus. Thirty-five people showed up. It was the first thing I ever organized, and it took off! We had chapters at Princeton and Yale. Thirty years later, there are dozens of chapters around the world.

Greenwald: You didn’t just want to be a student of space, or even a teacher—you wanted to run the school.

Diamandis: I wanted to find like-minded people, and one way to do that was to create a university dedicated to the study of space. So while I was on leave from Harvard Medical School to do graduate work at MIT, I founded International Space University with two colleagues. In 1988 we held our first summer program at MIT for 104 graduate students from 21 countries. Today ISU is 25 years old, and we have 3,300 graduates and a beautiful $30 million campus in Strasbourg, France.

Greenwald: When did you shift to for-profit ventures?

Diamandis: I founded a launch company called International Microspace when I graduated medical school in 1989. We were trying to build a microsatellite launcher. We won a $100 million contract from the Defense Department, but we couldn’t finance the contract sufficiently. We ended up selling the company.

Greenwald: When did you give up on the government’s ability to open the space frontier?

Diamandis: I can pinpoint the moment. The 500th anniversary of Columbus was in 1992. The first Bush administration was supposed to start a massive effort to go back to the Moon and on to Mars. It fizzled. That’s when I got it: This was never going to happen. Any time a new Congress came in, it would cut NASA’s budget. Commercial industry was the only way to generate long-term funding for bold, risky projects. I thought, how can I create the economic engine that will open space regardless of the government’s ups and downs? That’s when I cofounded Zero Gravity, which let customers experience weightlessness on parabolic airplane flights.

Greenwald: How does experiencing weightlessness drive space exploration?

Diamandis: Two forces have opened most frontiers: tourism and resources. People go for the experience or for the gold, spices, and tobacco. I had tried to get on NASA’s zero-g plane and couldn’t. I thought there must be a market for this, so in May 1993 I partnered with NASA engineer Ray Cronise and Byron Lichtenberg, a friend who had flown two Space Shuttle missions, and we raised $500,000. We walked into California Space Authority’s office and pitched the idea. They said the regulations wouldn’t allow an airplane to do parabolic flight and with passengers whose seat belts were unstrapped. I said that’s bullshit. I proceeded on an 11-year effort to get permission from the Federal Aviation Administration. We finally became operational in October 2004, and today we’ve flown 300 flights for 12,000 customers, most famously Stephen Hawking.

Countdown to Blastoff

Peter Diamandis has been pushing for the exploration of space since he was a college kid. Here’s a timeline of his achievements.—Bess Kalb

As a sophomore at MIT, forms Students for the Exploration and Development of Space, which now has dozens of chapters.

While working toward a graduate degree at MIT, founds International Space University, a summer program held on MIT’s campus for space-exploration-minded grad students. Today ISU has its own $30 million campus and more than 3,300 graduates.

Envisions a for-profit company, later named Zero Gravity, that would let customers experience moments of weightlessness on parabolic flights. Because of objections by the FAA, the first flight doesn’t occur until 2004.

Announces the X Prize, a $10 million challenge to build a craft that can carry three people to an altitude of 100 kilometers twice within two weeks.

Space Adventures, a company he cofounded in 1998, arranges for millionaire Dennis Tito’s flight to the International Space Station. “Space tourism” is born.

Awards the first X Prize to Scaled Composites for SpaceShipOne, which beat out 25 other projects.

With Google cofounder Larry Page, expands the X Prize Foundation beyond spaceflight competition to spur work on other global issues like clean energy, education, and health care.

Takes the X Prize ethos to academia and cofounds Singularity University, an intensive 10-week program in which students and faculty study emerging technologies to address “humanity’s grand challenges.”

Backed by an eccentric squadron of visionaries—Larry Page, James Cameron, and Ross Perot among them—founds Planetary Resources, an asteroid mining company that aims to build low- cost spacecraft to harvest fuel and

Click the arrows to move through the timeline.


Greenwald: You unstrapped Stephen Hawking’s seat belt in zero gravity?

Diamandis: He told me, “One of my dreams is to fly into space.” I said I couldn’t fly him into space, but I could fly him into zero gravity. On the spot he said yes. The next day I put out a press release announcing our intention to fly Stephen Hawking. I got two calls that day. One was from our aircraft partner, who said, “Are you crazy? We’re going to kill the guy!” The other was from the FAA saying, “You’re only licensed to fly able-bodied people.” I was like, fuck that. We’re going to give this world-famous expert in gravity the opportunity to experience zero gravity! It took six months to line up the approvals.

Greenwald: How did you do that?

Diamandis: I got four physicians to write a letter to the FAA saying they considered Stephen Hawking able-bodied. I purchased a large medical malpractice insurance policy. We set up a fully staffed emergency room on the airplane, and we ran a comprehensive test the day before the flight. I also sold 30 seats in the back for people to watch; that raised nearly $150,000 for the X Prize Foundation and several disability-related charities.

“Stephen Hawking got to experience zero gravity. he had this shit-eating grin on his face.”

We took off. All the doctors and nurses were there, and all the people were watching from the back. Stephen did fantastic! We did a second, a third parabola—the doctors said he was doing great—we did a fourth, fifth, sixth. After that, one of his attendants said, “He wants you to flip him around.” So on the seventh and eighth parabolas, we spun him around! The photos from that flight are amazing. Hawking is only able to control a few muscles in his body, and he’s got this shit-eating grin on his face.

Greenwald: Where did the idea of incentive prizes come from?

Diamandis: It came from Charles Lindbergh’s memoir, The Spirit of St. Louis. In 1919 a hotel owner named Raymond Orteig put up a $25,000 prize for the first nonstop flight between New York and Paris. Nine teams spent $400,000 to try to win. Lindbergh had the least experience. He was called the flying fool. But he won, and within three years there was a 30-fold increase in passenger air traffic. Aviation didn’t get easier, but his flight changed people’s belief in what was possible. I thought, this is how I’m going to get my butt into space! How many things don’t happen because people don’t believe they can? Getting the public to change its beliefs is the underpinning of an X Prize: demonstration leading to paradigm change.

Greenwald: How did you settle on suborbital flight as the benchmark for the first X Prize?

Diamandis: When I read Lindbergh’s book in December 1994, the cost of going into space had not changed in 30 years. There was no commercial incentive to reduce it. By the time I finished the book, I had written in the margins “X prize”—X was the person who would give the money—and “suborbital flight.” I pitched the idea to a few people who thought I was crazy, which was great encouragement. It took five more years to find the Ansari family, who funded the purse. We named it the Ansari X Prize in their honor, and the X stuck around. Scaled Composites won it with SpaceShipOne in October 2004.

Greenwald: It sounds like being told no only energizes you.

Diamandis: I have the general philosophy of creating the future you want to see. Years ago I first saw a poster of Murphy’s law: If anything can go wrong, it will. That’s ridiculous. So I wrote a set of alternatives. I call them Peter’s laws: If anything can go wrong, fix it. “No” means begin again one level higher. Do it by the book, but be the author.

Greenwald: When did you realize that the X Prize could be a series of challenges that address a variety of other problems?

Diamandis: I saw that it was an incredibly powerful engine for innovation. The $10 million Ansari X Prize drove $100 million in investment by the competitors. It resulted in 26 designs from seven companies.SpaceShipOne was inducted into the Smithsonian, and it’s hanging in the National Air and Space Museum in Washington, DC, right above Apollo 11, right next to Spirit of St. Louis.

At that point, we had to decide: Do we declare success and shut down because we’re out of money, or do we turn what we’ve learned into a platform for creating more breakthroughs? I was invited to speak at Google, and afterward a guy in a backpack and T-shirt walked up and said, “I’m Larry Page. Let’s have lunch.” He funded the foundation to look at other areas, and the scope of the X Prize was broadened to address more of humanity’s grand challenges in exploration, including space and oceans, life sciences, education, global development, energy, and the environment.

Greenwald: What contests do you now have in development?

Diamandis: Perhaps the most audacious and important one is the Qualcomm Tricorder X Prize. It’s a $10 million challenge aimed at developing version 0.9 of the Star Trek tricorder, the medical device that allowed Dr. McCoy to assess someone’s health status. By 2002 the US will be short 91,000 doctors. There’s no way we can educate enough doctors to make up that shortfall, and other countries are far worse off. You’ll talk to this device, cough on it or do a skin prick, and it’ll diagnose 15 disease states more accurately than a board-certified doctor.

Greenwald: What is the X Prize doing in energy and the environment?

Diamandis: The Tri-State Carbon Capture X Prize is 50 percent funded. Sequestering carbon from a coal plant’s smokestack currently takes up to 30 percent of the plant’s energy. An energy company called Tri-State has put up not only half of the money but one of its plants as a test bed. Teams will tap the facility’s effluent at full pressure, temperature, and CO2 concentration. The team that captures the most CO2 and turns it into the most valuable product takes the prize.

Greenwald: Do you ever know ahead of time who’s going to win?

Diamandis: No idea. When the BP oil spill was going on and on, James Cameron, who’s on our board of trustees, said, “We need to do something about the spill.” We looked at the opportunities and saw that the cleanup technology hadn’t changed since the Exxon Valdez oil spill in 1989. So we established the $1.4 million Wendy Schmidt Oil Cleanup X Challenge with a minimum goal of doubling the rate of cleanup. Out of more than 350 entrants, seven teams doubled the cleanup rate. The winner quadrupled it. The fascinating thing is that one team that doubled the rate was a bunch of guys who met in a Las Vegas tattoo parlor. They were upset about the spill and wanted to do something about it. They came in with a fresh point of view and were able to change the game.

Greenwald: What’s the key to creating a contest that works?

Diamandis: It’s critical to have a clear goal and measurements along the way. In Lindbergh’s case, the goal was getting from New York to Paris, and the metrics were the number of stops in between. And constraints are critical. If you give people unlimited time and money, they’ll do things the same old way. But if they have to achieve the goal in a brief time, they’ll either give up or try something new. And the requirements must be audacious but achievable. If they’re too audacious, you won’t get a benefit because no one will do anything. If they’re too achievable, you won’t get a breakthrough. Finding that balance is the art of designing a prize.

Greenwald: You cofounded Singularity University to train people to think about the exponential pace of technological change. But it has become a magnet for entrepreneurs.

Diamandis: I tell people it’s two sides of the same coin. X Prize sets the targets and gives the inspiration, and Singularity University students are the activators, the instigators. We’re training people to think globally and exponentially. This year, 2,700 graduate-level students from around the world applied for 80 spots in our 10-week summer program. They spend the first five weeks learning about artificial intelligence, robotics, sensors, networks, synthetic biology, and nanomaterials. In the next five weeks, their job is to conceive of a product, service, or company capable of positively affecting a billion people within a decade. We’ve spun off 24 companies. About half of them have received funding or won awards.

Greenwald: What persuaded you that the world is headed toward an era of unprecedented abundance?

Diamandis: As I watched what small teams could accomplish with powerful, change-the-world technology, it struck me that the world’s biggest challenges are also its biggest market opportunities. Multi-hundred-billion-dollar industries will form at the leading edge of exponentially developing technologies. Think about AI and robotics. Each one of these fields will displace and reinvent existing billion-dollar industries. We’re on the verge of reinventing life. In the next five years, people will program living systems the way we program computers today. I became utterly convinced that abundance is where we’re going to end up. That’s the direction we’ve been heading for 100 or 200 years. A Maasai tribesman in Kenya today has better mobile communications than President Reagan had 25 years ago. If they’re on a smartphone, they have access to more information than President Clinton did 15 years ago. Their Google is as good as Larry Page’s.

Greenwald: Could anything derail us from this path?

Diamandis: Yes: the risk aversion we’ve developed as a society. Lawyers have ubiquitous power. If someone is always to blame, if every time something goes wrong someone has to be punished, people quickly stop taking risks. Without risks, there can’t be breakthroughs. I got this from Internet law expert Jonathan Zittrain: We’ve gone from a society where if something wasn’t prohibited then it was legal to a society where if something isn’t explicitly permitted it’s illegal. In the early days of aviation, you could do anything you wanted as long as it wasn’t illegal. Now the laws are so extensive that they say, “Show me where it’s allowed.”

Greenwald: Your most recent enterprise, Planetary Resources, aims to mine asteroids. That’s bound to test legal limits on the space frontier.

Diamandis: We’re working with the US government to define regulations that allow commercial exploitation of asteroids. Unlike oil reserves or even the oceans, which are limited, resources in space are infinite. Anyone who wants will have access to them, so everyone benefits when a company like this succeeds.

Greenwald: What resources are you after?

Diamandis: Asteroids called carbonaceous chondrites, also known as dirty ice balls, are up to 20 percent water. You can use solar energy to break up water molecules into hydrogen and oxygen, which is rocket fuel, so you can create filling stations for deep space operations or oxygen and water for human consumption. Launching water beyond Earth orbit costs $20,000 per kilogram using the lowest-cost launch vehicle, so you save a lot by mining it in space. We’ll also be looking for what I call strategic metals. Another category of asteroid is rich in platinum-group metals such as palladium and osmium, which are used in medical devices, computer hard disks, LCD screens, and other electronics. They’re rare on Earth, but not in space.

Greenwald: NASA talks about spending $1 billion on a single asteroid mission. How can you mine asteroids cost-effectively?

Diamandis: Our goal is to bring down the cost of deep-space satellites for doing the imaging, remote sensing, and reconnaissance by a factor of 100. We can do it by reinventing how we design, build, test, and operate these systems. That’s where exponential technologies come in: Robotics, artificial intelligence, synthetic biology, and new materials will make it possible.

Greenwald: What’s your timeline?

Diamandis: Our priority for two to five years is finding targets. Within 24 months, we’ll be putting up a series of imaging systems that can identify near-Earth-approaching asteroids. The next-generation system will include propulsion, so it can go out to the asteroids and start the first stage of remote sensing. The generation after that, which should be ready in a decade, will land and begin the early stages of what will ultimately be processing. This is a decade to multidecade proposition—but then, so were X Prize and Zero Gravity.

Greenwald: How do you maintain your optimism amid the deadening barrage of bad news from around the globe?

Diamandis: Our brains are wired to look for negative information. The amygdala is the danger center. Our senses are routed through it before they get to the cortex. When we heard a rustle in the branches, we thought tiger, not wind. That’s why, in the news, if it bleeds it leads. But the facts are absolutely clear. The world is getting better at an extraordinary rate. The technologies available for solving problems are becoming more powerful and empowering more people. Will there be problems? Disasters? Pandemics? Terrorist attacks? Of course. But humanity picks up and keeps moving. In this country, lifespans nearly doubled in the last century. Per capita income more than tripled, and the cost of food, energy, transportation, and communications have dropped exponentially. That’s my source of optimism. That and a realization I made early on that if there’s a problem, I’m going to solve it. Once you see the world that way, it’s a different place.

Nasa and FAA agree to formulate standards for commercial space travel

http://www.wired.co.uk/news/archive/2012-06/20/nasa-faa-standards

Image1

Nasa and the Federal Aviation Administration (FAA) have signed an agreement to coordinate standards for commercial space travel for both government missions and space tourism.

With a growing number of commercial space companies looking to provide their space transportation services to both Nasa and private customers, the US agencies are looking to establish a common set of principles for the space industry. The FAA will oversee public safety whilst Nasa will determine crew safety standards. A Memorandum of Understanding (MOU) was signed by both parties on 18 June, 2012, relating to the licensing of missions to the International Space Station.

All companies wishing to take people to space from the US must obtain an FAA license which covers safety and the US’s international treaty obligations. The FAA licensed the X-Prize-winning SpaceShipOne’s two trips to sub-orbital space in 2004 and also licensed SpaceX’s recent mission to the space station. Recently the FAA granted Virgin Galactic an experimental launch permit for its sub-orbital commercial space taxi.

“This agreement is the next step in bringing the business of launching Americans back to American soil,” Charles Bolden, Nasa administrator said. “We are fostering private sector innovation while maintaining high standards of safety and reliability to re-establish US-crewed access to low-Earth orbit, in-sourcing work to American companies and encouraging the development of dynamic and cost-effective spaceflight capabilities built to last.”

“The Obama administration recognizes the scientific, technological and economic benefits of maintaining the United States’ leadership in space travel and exploration,” said FAA Acting Administrator Michael Huerta. “This agreement between the FAA and Nasa continues and advances those vital national interests.”

Since the retirement of the Space Shuttle in 2011 Nasa’s strategy is to use commercial companies to deliver cargo and astronauts to the space station. Cargo shipments are being managed under the Commercial Orbital Transportation Services (COTS) Program, given a boost recently by thesuccessful demonstration mission by SpaceX. Another US company, Orbital Sciences Corporation, is also working under COTS and plans a demonstration flight of its Antares rocket in Q3 this year, followed by a demonstration mission of its Cygnus spacecraft to the space station by the end of the year.

Human spaceflight development is organised by the Commercial Crew Development (CCDev) program. Companies awarded contracts under the Commercial Crew Development programme are: Blue Origin, Boeing, Paragon Space Development Corporation, Sierra Nevada Corporation and United Launch Alliance. All these companies will need an FAA license to operate their service, whether it is a contract for Nasa or for business or fee-paying space tourists.

Meanwhile in the UK the third European Space Tourism Conference is taking place, highlighting that commercial space travel is developing on a global scale and commercial flights are will happen outside the US — even by US companies — and space operators will ultimately want a global spaceflight framework to adhere to.

Private-sector propulsion (If a privately owned company can launch a rocket, why shouldn’t one handle the mail?) Boston Globe

If a private rocket docks in space, can anyone hear the noise? That was the operative question as Dragon, the capsule manufactured by the company SpaceX, delivered a few odds and ends to the International Space Station and returned safely to the confines of earth late last week. Privately built and operated, it was the first of its kind. It will not be the last.

Rockets don’t capture America’s imagination the way they did during the Apollo era. But the concept of privately funded space travel has, understandably, raised a few eyebrows. In any other country, and in the minds of many Americans, such an achievement was unimaginable. Making widgets is one thing, this thinking goes, but only governments can do the big stuff. Roads, bridges, airports, and even spaceships are the province of the politician, the bureaucrat, and the taxman.

Credit Elon Musk, SpaceX’s CEO, with turning that view on its head. The PayPal billionaire sees a clear business opportunity built around private-sector cargo operations, satellite launches, and personal space travel. His appetite for risk may be higher than yours and mine, but he is not alone. Orbital Sciences Corporation will launch its own Antares rocket in August with a space station docking scheduled for December. Partnerships that include big firms like Boeing and Lockheed Martin aren’t far behind.

It’s not quite a space race, but it is a new era, famously initiated by the $20 million “X Prize” offered to the first private company to put a man in space. Microsoft founder Paul Allen and astronaut Burt Rutan claimed the prize in 2004. Richard Branson’s Virgin Galactic anticipates that the successor craft — called SpaceShipTwo — will take paying customers aloft in 2013. To its credit, NASA has welcomed the competition, signing a $1.6 billion deal with SpaceX for a dozen more deliveries.

As a human endeavor, space flight is relatively young. But relentless innovation in computing, materials, and propulsion will continue to improve the safety, reliability, and costs of these ventures. If the private sector can conquer the boundaries of space, why can’t it be trusted to deliver first class mail? And which other areas that were once the sole purview of government could be let go as well?

While there may be many things that government should do, there are just a few, like national security, that only government should do. SpaceX reminds us how short that list really is, just as a trip to the local DMV reminds us that government doesn’t do anything especially well.

This issue — when do we need government? — reflects a recurring point of contention in the presidential campaign. In President Obama’s vision, we are a nation (like Julia, his “everywoman” campaign stand-in) whose prosperity flows from government programs like Head Start, college loans, and subsidized healthcare. When Mitt Romney argues that the country thrives on the success of companies large and small — owned by shareholders, entrepreneurs, and, yes, private-equity firms — he’s articulating a profoundly different worldview.

The point here isn’t that the private sector could have put a man on the moon in 1969. It couldn’t — and still can’t. But once an economic activity is well enough understood to predict costs, potential revenues, and risks, the door should be opened to competition. Uncle Sam’s sacred cows shouldn’t be so sacred any more.

Some of the cows are very middle-class: Even in good times, special interests argued that mortgage markets couldn’t operate without the subsidies provide by Fannie Mae and Freddie Mac. The consequences have been disastrous. Some cows, like the federal government’s deep and complex intervention in American farming, serve more targeted interests. And some, like Amtrak and the Postal Service, are just big and fat.

Change is hard. In the end, you may find yourself defending the status quo, which is always easier. But don’t say that the private sector “can’t,” and don’t say that the private sector “won’t.” It just put a rocket in space. It can run a train cheaper, finance a decent mortgage, or deliver your mail on time. It just needs someone to give it the chance.

 

A Maverick in flight (Economist Piece on Ansari XPrize Winner)

http://www.economist.com/node/21556101

SPACE travel is the only technology that is more dangerous and more expensive now than it was in its first year,” says Burt Rutan, an aerospace engineer and advocate of private spaceflight. “Fifty years after Yuri Gagarin, the space shuttle ended up being more dangerous and more expensive to fly than those first throwaway rockets, even though large portions of it were reusable. It’s absurd.”

As NASA, America’s space agency, comes to terms with the shuttle’s retirement, Mr Rutan is at the vanguard of a movement to reassert America’s dominance in space using commercial spacecraft, and in the process open it up to the general public. In 2004 a reusable spaceplane he designed called SpaceShipOne completed the first manned private spaceflights, winning the $10m Ansari X prize. Scaled Composites, the aerospace company Mr Rutan founded, is now developing a larger SpaceShipTwocraft for Virgin Galactic, a space-tourism company. And Mr Rutan recently unveiled his boldest design yet: what would be the largest aircraft ever, dubbed Stratolaunch, which would carry and launch a rocket capable of reaching orbit.

He predicts that within a dozen years private spacelines will have flown more than 100,000 people outside the atmosphere. “Every one of those people will have paid for their seat—and they won’t be told what to do by an employer or the government,” he says. “This volume will create opportunities for people to come up with reasons for flying in space other than it’s a fun, roller-coaster ride. We didn’t know the importance of home computers before the internet. We had them mostly for fun, then the internet came along and was enabled by all the PCs out there.”

Mr Rutan believes that firms investing in private space-travel might see returns rivalling those of today’s internet giants. “Once the research is done, the direct operating costs of flying a routineSpaceShipTwo flight will be a small fraction of the ticket price,” he says. “Every element of this new industry will be extremely profitable.” In the future a planned SpaceShipThree might, for example, open up suborbital intercontinental travel, reducing the travel time from London to Sydney to just a couple of hours.

Whether or not the analogy between spaceflight and the internet is apt, the two are linked in one sense: much of the money for today’s private space companies has come from starry-eyed computer entrepreneurs. Paul Allen, co-founder of Microsoft, bankrolled both SpaceShipOne and Stratolaunch. Elon Musk, who made his fortune from PayPal, went on to form SpaceX, the first private company to reach orbit and another partner in the Stratolaunch project. Amazon’s founder, Jeff Bezos, has Blue Origin, and Jeff Greason, a former Intel manager, has XCOR Aerospace, both start-ups dedicated to increasing public access to space with low-cost launches.

As the private sector steps up, Mr Rutan sees the state’s role in space gradually shrinking. In March, he notes happily, America’s Congress extended until at least 2015 a restriction preventing the Federal Aviation Administration, which regulates aviation, from enacting safety regulations for commercial space travel. “If spaceships are regulated like commercial airliners, it will probably never happen,” he says.

Small is beautiful

Not surprisingly, Mr Rutan is no fan of NASA, with its high costs and huge size. He disapproves of its unmanned programme because exploration with robotic vehicles has come to be seen as an alternative to sending humans. NASA’s management culture, he says, meant it was unable to solve the space shuttle’s safety problems and cost overruns. The sprawling shuttle programme (“a dismal failure”, according to Mr Rutan) involved up to 12,000 workers and eventually cost over $200 billion. By contrast, Scaled Composites developed SpaceShipOne, including its rocket motor, electronics, control systems, test facilities and a simulator using no more than 65 people, and for a modest $25m.

Although SpaceShipOne carried just one astronaut, had no room for cargo and achieved only suborbital flight (the shuttle could reach low Earth orbit), Mr Rutan’s achievement was remarkable. It will probably be the last time that a new spacecraft is essentially the vision of a single person. His design conformed closely to public expectations of how a spaceship should look: graceful space-age curves, elegant wings and futuristic portholes. “I designed the shape, the systems, the landing gear and the configuration,” he says. “Knowing that doing things by committee always takes a long time, I made decisions on the spot rather than analyse and study and get other opinions.”

“SpaceShipOne will probably be the last time that a new spacecraft is the vision of a single person.”

SpaceShipOne relied on two key technologies. The first was the use of a jet-powered carrier aircraft, called White Knight, to launch from high in the atmosphere. This meant that SpaceShipOne could take off from a normal airstrip rather than an expensive launch pad, required much less fuel than if it had started at ground level, and could glide to safety if anything went wrong. The second innovation was a new way to re-enter the atmosphere, rotating the entire tail upwards to provide self-correcting “feathered” drag, like a falling shuttlecock. “I had some of the best aerodynamicists come out of academia to tell me the feathering wouldn’t work,” Mr Rutan recalls. “But I thrive on things that are risky, knowing that if they’re not risky, there’s no chance of having a breakthrough.”

That might make Mr Rutan sound like something of a daredevil. Yet of the 46 planes and one spacecraft he has designed over four decades, none of his piloted test aircraft have ever crashed. (Three Scaled Composites workers were killed in a ground-level explosion in 2007, however, while working on Virgin Galactic’s SpaceShipTwo). Mr Rutan also had a close shave in 1986, when the wings of his high-endurance Voyageraeroplane, piloted by his brother Dick, scraped badly on the runway during take-off. ButVoyager made it aloft successfully and, nine days later, became the first aircraft to circumnavigate the globe without stopping or refuelling.

Voyager is credited for demonstrating the strength and reliability of lightweight composite materials in aviation, paving the way for modern “plastic planes” such as the largely carbon fibre-reinforced plastic Boeing 787. “We used the best materials we could afford at the time,” says Mr Rutan. “I felt that if I could pull that off, we would have the credibility of a company that was technically sophisticated. I didn’t think of it as something that would lead to all-composite airliners.”

Having built model aircraft as a child, Mr Rutan studied aeronautical engineering at California Polytechnic State University. He then spent many years creating propeller aircraft and small jets, seating between two and eight passengers, for the general aviation market. He quickly gained a reputation for designing elegant, quirky aircraft sporting canards (small forward wings), twin booms and angled winglets. In an industry that traditionally values function over form, Mr Rutan’s planes deftly combined the two. “I choose attractive designs over ugly ones all the time,” he says. “To my mind, things that are efficient tend to be beautiful, like long, slender, smooth wings. And it’s usually justified by them being lighter or easier to build, or having better performance.”

Some of his more outlandish projects have included drones for the Pentagon, 40-metre wind-turbine blades, a “mast wing” for the 1988 America’s Cup-winning yacht, a composite body for GM’s 1991 Ultralite concept car, and an odd, asymmetrical plane called the Boomerang. But most ambitious of all is Stratolaunch. Funded by Mr Allen, it will recycle two second-hand Boeing 747 jets into a huge twin-bodied aircraft, weighing over 500 tonnes and with a record-breaking 116-metre wingspan. It will carry and launch a multi-stage SpaceX rocket that, it is hoped, will eventually carry humans into orbit.

Since his retirement, Mr Rutan is no longer responsible for this monster plane’s efficacy. However, he still works as a consultant at Scaled Composites, where he recently delivered what could be his most telling criticism of the giant aircraft. “I generally don’t go to meetings because being candid on things I don’t like is like throwing a monkey wrench into the machinery,” he says. “But when I saw the latestStratolaunch drawings, I beat them up some, because it was just so…ugly.”

One of Mr Rutan’s last designs before retiring from Scaled Composites last year was for that science-fiction staple, a flying car. The BiPod is a sleek, twin-bodied hybrid-electric vehicle powered by two motorcycle engines, two electric motors and a bank of lithium-ion batteries. Each boom houses a single-seater cockpit, one equipped with a joystick for flying, the other with a steering wheel for driving. To convert from air to ground transportation, the wings are removed by hand and stowed between the pods, making the BiPod thin enough to squeeze into a one-car garage. Although a BiPod prototype flew the day before Mr Rutan retired, the project is now on hold at Scaled Composites, awaiting the money to develop it further and take it into production.

Mr Rutan no longer has the resources of a spacecraft manufacturer at his disposal, but he continues to design planes. His latest idea is for an aircraft that is part-seaplane, part-wingship, able to skim efficiently from lake to lake near his retirement home in Idaho. “I learned about wingships on a trip to Russia for the Pentagon in 1993,” he says. “They direct air under the wing so at low speeds they have almost no drag. I’ll probably start building something in a month or so, just for fun.”

Thanks to the ultra-efficient Voyager, the hybrid-electric BiPod and the fact that he is in the process of building a 31-acre photovoltaic solar farm in the California desert, Mr Rutan is occasionally mistaken for an environmentalist. It is an accusation he is quick to deny. “I drove an electric car for seven years because of its advanced technology, not because I have any concerns about energy resources,” he says. “I have none at all. And when environmentalists say that global warming is dangerous, unprecedented and that we’ll have a tipping point for atmospheric carbon dioxide, it’s just nonsense.”

Doing his own thing

He also believes that he has solved the Kennedy assassination and that ancient Egyptians built pyramids and monuments by casting solid stone in moulds. As might be expected, Mr Rutan is used to scepticism. “At various times over 20 years, I did preliminary designs for aircraft like the Stratolaunch. For that whole time I was encouraging us to do something that almost everyone else felt you could not do,” he says. “But you never run into breakthroughs when you say, ‘You can’t do that.’ You run into them when you’ve found something that doesn’t make sense and you find a way to make it work. A breakthrough always starts with nonsense.” It is his willingness to follow his own instincts towards unorthodox solutions that had made Mr Rutan such a successful innovator. He doesn’t care what other people think, and has always just gone his own way regardless.