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The article discusses a pilot study on the effects of short-term suborbital space flight on astronauts' health. The study found that astronauts experienced a decrease in dopamine levels and an increase in cortisol and BDNF levels, leading to a pro-oxidative and inflammatory environment. Additionally, astronauts showed signs of oxidative stress, inflammation, and hormonal imbalance after returning to Earth. The study highlights the potential risks and challenges astronauts may face during and after space travel, emphasizing the need for further research in this area. [Extracted from the article]

Suborbital space tourism is a catalyst for space industry revenue that could reach $1.1 billion by 2032. This study evaluated the influence of the four dimensions of Iso-Ahola's (1982) theory of tourism motivation on willingness to fly as a point-to-point suborbital space tourist. 870 participants responded to an online survey. The survey results were analyzed using structural equation modeling. The tourism dimensions of interpersonal seeking and personal seeking had the greatest influence on willingness to fly. The model explains 40% of the variance in willingness to fly. The results provide validated data for targeted marketing to potential point-to-point space tourists. The results of this study are a catalyst for future space tourism research.

The object of this research is the process of choice the strategy for the development of the Ukrainian segment of suborbital launch vehicles (SOLVs). Problems arising in this process are analyzed and a search of ways of overcoming them was carried out. The strategy of development of a family of SOLVs is based on the previous experience of developing SOLVs in other countries. A family of SOLVs is proposed which includes five rockets with the apogee from 2 to 150 kilometers. The problem of the exclusion zones which can be reserved for falling of discarded parts of vehicles during the launch was considered. Experience of other countries in overcoming this problem was analyzed. It was decided to begin the process of formulation of a concept of a simplified SOLVs control system that would ensure keeping the rocket over the area of the launch. Within this task, a choice of components of the onboard electronic equipment (OBEE) was made. For testing the OBEE in the conditions of a real flight, a K80 Meteo 7000 rocket, a member of the proposed SOLV family, was chosen. In flight tests, most of the chosen OBEE components confirmed their operability, though some showed shortcomings in their operation. Main flight parameters of the K80 Meteo 7000 rocket were demonstrated. The reach of the apogee of 6,375 m and the velocity of Mach 1.733 was confirmed. This research sets preconditions for practical implementation of launches of SOLVs with substantial altitudes of the apogee, while limiting the areas reserved for falling parts of the rockets. Availability of such SOLVs will enable solution of a wide range of problems in many fields of scientific research and the use of SOLVs as platforms for working out new technical solutions for other branches of rocketry. [ABSTRACT FROM AUTHOR]

The article focuses on the development of space tourism including sub-orbital travel and the potential for future endeavors such as space hotels and flights to Mars. It explores the economic dimensions and challenges of space tourism as well as the need to address sustainability and ethical concerns.

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We describe the construction and characterization of the 280 GHz bolometric focal plane units (FPUs) to be deployed on the second flight of the balloon-borne SPIDER instrument. These FPUs are vital to SPIDER’s primary science goal of detecting or placing an upper limit on the amplitude of the primordial gravitational wave signature in the cosmic microwave background (CMB) by constraining the B-mode contamination in the CMB from Galactic dust emission. Each 280 GHz focal plane contains a 16×16 grid of corrugated silicon feedhorns coupled to an array of aluminum-manganese transition-edge sensor (TES) bolometers fabricated on 150 mm diameter substrates. In total, the three 280 GHz FPUs contain 1530 polarization-sensitive bolometers (765 spatial pixels) optimized for the low loading environment in flight and read out by time-division SQUID multiplexing. In this paper, we describe the mechanical, thermal, and magnetic shielding architecture of the focal planes and present cryogenic measurements which characterize yield and the uniformity of several bolometer parameters. The assembled FPUs have high yields, with one array as high as 95% including defects from wiring and readout. We demonstrate high uniformity in device parameters, finding the median saturation power for each TES array to be ∼3 pW at 300 mK with a less than 6% variation across each array at 1σ. These focal planes will be deployed alongside the 95 and 150 GHz telescopes in the SPIDER-2 instrument, slated to fly from McMurdo Station in Antarctica in December 2018. [ABSTRACT FROM AUTHOR]

Suborbital spaceflights, carrying scientific payloads, allow scientists not only to test the feasibility of their payloads, but they also provide the basis for refining scientific hypotheses to be later tested on the International Space Station (ISS). Therefore, it is essential to establish robust pre-flight procedures in order to take advantage of this unique research platform to facilitate payload delivery. In the present study, we assessed zebrafish larvae behavior as a precursor for the future suborbital spaceflight involving research on the musculoskeletal system. Zebrafish larvae were exposed to the same physiological stressors they would encounter during suborbital spaceflight: alterations in light, thermal, and centrifugation conditions. Their behavioral responses were analyzed using the DanioVision (Noldus) behavioral tracking system. Our results showed that zebrafish were most active when kept in a dark environment as measured by swim distance. Also, thermal alterations revealed that zebrafish larvae adapted well to the different temperatures ranging from 25°C to 32°C with the highest levels of locomotor activity observed at 32°C. Finally, the centrifugation tests demonstrated that although zebrafish were exhausted initially, their recovery process was short, lasting for approximately five minutes. Taken together, our findings support the hypothesis that using zebrafish larvae is a feasible model for future suborbital flights. Thus, the lessons learned allow us to propel this research with more refined and realistic procedures as a precursor for orbital flights to the ISS and to cislunar space. [ABSTRACT FROM AUTHOR]

Suborbital vehicles are innovative and unconventional aerospace concepts that are characterized by a high level of complexity and a lack of optimized baseline. The present focuses on the development of a flexible multi-objective modeling and simulation environment that provides the capabilities to rapidly evaluate the flying, economic, and safety performance of suborbital vehicles at a conceptual design level. One of the goals of this environment is to enable the exploration of large design spaces and facilitate the mapping between high-level requirements and the identified optimized concept. The environment is broken down into six modules: weight/size, aerodynamics, trajectory, propulsion, economics, and safety. By leveraging empirical models, physics-based approaches, and surrogate modeling techniques, it enables the rapid and parametric assessment and optimization of a multitude of design concepts. It is the first environment of this sort to support informed design space exploration of suborbital vehicles and allow for new trends to be identified and crucial observations to be made. [ABSTRACT FROM AUTHOR]

The Directed Search Domain (DSD) technique is an efficient classical multiobjective optimization (MOO) method, which can generate a well-distributed Pareto set with a relatively low computational cost. In this research, DSD-III approach is applied to the multiobjective trajectory optimization for a suborbital spaceplane. Firstly, the flight profile is described and the objectives of three different missions are discussed. In each mission, the two-dimensional multiobjective optimization is proposed to search for the trade-off optimal solutions between the mission and vehicle design levels. Then, the dynamics and the suborbital spaceplane models are illustrated, and the optimization problems are formulated. Moreover, the main concepts and optimization theory of DSD-III algorithm are introduced. Finally, the numerical results are presented and analyzed. It is shown that the multiobjective trajectory optimizations can be effectively solved and the quasi-even Pareto sets are successfully obtained by DSD-III. In addition, some suggestions are given for the trade-off trajectory design. [ABSTRACT FROM AUTHOR]

While the majority of operating suborbital rockets use solid rocket propulsion, recent advancements in the field of hybrid rocket motors lead to renewed interest in their use in sounding rockets. This paper presents results of optimisation of sounding rockets using hybrid propulsion. An overview of vehicles under development during the last decade, as well as heritage systems is provided. Different propellant combinations are discussed and their performance assessment is given. While Liquid Oxygen, Nitrous Oxide and Nitric Acid have been widely tested with various solid fuels in flight, Hydrogen Peroxide remains an oxidiser with very limited sounding rocket applications. The benefits of hybrid propulsion for sounding rockets are given. In case of hybrid rocket motors the thrust curve can be optimised for each flight, using a flow regulator, depending on the payload and mission. Results of studies concerning the optimal burn duration and nozzle selection are given. Specific considerations are provided for the Polish ILR-33 “Amber” sounding rocket. Low regression rates, which up to date were viewed as a drawback of hybrid propulsion may be used to the benefit of maximising rocket performance if small solid rocket boosters are used during the initial flight period. While increased interest in hybrid propulsion is present, no up-to-date reference concerning use of hybrid rocket propulsion for sounding rockets is available. The ultimate goal of the paper is to provide insight into the sensitivity of different design parameters on performance of hybrid sounding rockets and delve into the potential and challenges of using hybrid rocket technology for expendable suborbital applications. [ABSTRACT FROM AUTHOR]

Existing sounding rockets are based on earlier proven designs and often utilize surplus military solid rocket motors. Therefore commonly non-optimal, in terms of performance for a given payload, configurations are utilized. This paper presents a methodology for finding close-to-optimal, in terms of launch mass minimization, design configurations for small unguided sounding rockets. A numerical, multidisciplinary approach is used. During the optimization process vehicle sizing and corresponding aerodynamics modelling is done. The implemented flight simulation module is simplified due to unknown, during the conceptual design phase, rocket mass distributions along vehicle major axes. Special attention is given to propulsion system sizing and thrust level selection. This paper presents optimization of sounding rockets with lift capabilities equivalent to sending small payloads above the Von Karman line. The ultimate aim of this paper is to present methods to improve sounding rocket performance at an early stage of design, to enable conducting more efficient microgravity research. Various concepts, such as using different expansion ratio nozzles for different payload envelopes and masses, are discussed. Optimization results for maximizing the apogee of a small sounding rocket are presented. Due to the lack of published corresponding research, guidelines for future sounding rocket developments, based on numerical investigations, are given. The significance of the study is due to the emergence of new sounding rocket designs, without use of surplus motors, and the possibility to improve vehicle efficiency after a few decades of little alteration. [ABSTRACT FROM AUTHOR]

The paper deals with the conceptual design and sizing of a cabin escape system to be applied to a trans-atmospheric transportation system. At first, the role of suborbital vehicles towards the development of a hypersonic transportation system is presented. From this analysis, it has been clear that one of the key points in enhancing the public consensus is to demonstrate a higher level of safety and reliability with respect to the current space vehicles. Since the time of the Space Shuttle enterprise, the development of a proper escape system has been considered crucial to diminish the risk of loss of lives per mission, moving from space-like reliability characteristics to values closer to the aeronautical case. In particular, this paper presents the conceptual design of an escape system for a single stage vehicle aimed at parabolic flights. The proposed design methodology starts with the identification of the major requirements that will lead the design and sizing activities. Then, special attention is devoted to the identification of the required capabilities of a Cabin Escape System and to the selection of the proper subsystems able to guarantee these functionalities. Indeed, considering the high-level of complexity of such a system, during the design process, specific attention should be paid to the impact of on-board systems integration on the overall transportation system architecture and layout. At this purpose, a proper utilization of CAD models can ease the integration process allowing fast verification of mass and volume budgets as well as integrated simulation techniques could be useful. Furthermore, the possibility of exploiting this system during the different phases of the mission should be properly evaluated and, eventually, a preliminary impact risk analysis is reported. [ABSTRACT FROM AUTHOR]

This paper gives an overview of the development of a 6000 Newton-class solid rocket motor for suborbital applications. The design configuration and results of interior ballistics calculations are given. The initial use of the motor as the main propulsion system of the H1 experimental in-flight test platform, within the Polish Small Sounding Rocket Program, is presented. Comparisons of theoretical and experimental performance are shown. Both on-ground and in-flight tests are discussed. A novel composite-case manufacturing technology, which enabled to reach high propellant mass fractions, was validated and significant cost-reductions were achieved. This paper focuses on the process of adapting the design for use as the booster stage of the ILR-33 sounding rocket, under development at the Institute of Aviation in Warsaw, Poland. Parallel use of two of the flight-proven rocket motors along with the main stage is planned. The process of adapting the rocket motor for booster application consists of stage integration, aerothermodynamics and reliability analyses. The separation mechanism and environmental impact are also discussed within this paper. Detailed performance analysis with focus on propellant grain geometry is provided. The evolution of the design since the first flights of the H1 rocket is covered and modifications of the manufacturing process are described. Issues of simultaneous ignition of two motors and their non-identical performance are discussed. Further applications and potential for future development are outlined. The presented results are based on the initial work done by the Rocketry Group of the Warsaw University of Technology Students' Space Association. The continuation of the Polish Small Sounding Rocket Program on a larger scale at the Institute of Aviation proves the value of the outcomes of the initial educational project. [ABSTRACT FROM AUTHOR]

This article examines space tourism in the perspective of popularisation of space, to determine its potential role, with a special focus on the possible implications for the development of the EU Space Policy. After a preliminary analysis of space tourism and an overview of the technology required to make it possible, distinguishing between orbital and suborbital flights, the article outlines some legal and political issues related to this emerging sector and discusses the possible consequences of space commercialisation. The positive trend and the progress made in this domain suggest that space tourism could actually become a factor of space popularisation. At the same time, the existing legal framework does not seem to efficiently respond to the challenge. Rather than adapting the current air space and outer space rules, it would be preferable to establish a comprehensive special regulation for space tourism. In the European context, in particular, space tourism could contribute to the evolution of the EU Space Policy, which is still at an early stage, and thus it could have a positive impact on the European integration process. [ABSTRACT FROM AUTHOR]

INTRODUCTION: Hypergravitational exposures during human centrifugation are known to provoke dysrhythmias, including sinus dysrhythmias/tachycardias, premature atrial/ventricular contractions, and even atrial fibrillations or flutter patterns. However, events are generally short-lived and resolve rapidly after cessation of acceleration. This case report describes a prolonged ectopic ventricular rhythm in response to high G exposure. CASE REPORT: A previously healthy 30-yr-old man voluntarily participated in centrifuge trials as a part of a larger study, experiencing a total of 7 centrifuge runs over 48 h. Day 1 consisted of two +GZ runs (peak +3.5 Gz, run 2) and two +GX runs (peak +6.0 Gx, run 4). Day 2 consisted of three runs approximating suborbital spaceflight profiles (combined +GX and +GZ). Hemodynamic data collected included blood pressure, heart rate, and continuous three-lead electrocardiogram. Following the final acceleration exposure of the last Day 2 run (peak+4.5 Gxand +4.0 Gz combined, resultant +6.0 G), during a period of idle resting centrifuge activity (resultant vector +1.4 G), the subject demonstrated a marked change in his three-lead electrocardiogram from normal sinus rhythm to a wide-complex ectopic ventricular rhythm at a rate of 91-95 bpm, consistent w ith an accelerated idioventricular rhythm (AIVR). This rhythm was sustained for 2 m, 24 s before reversion to normal sinus. The subject reported no adverse symptoms during this time. DISCUSSION: While prolonged, the dysrhythmia was asymptomatic and self-limited. AIVR is likely a physiological response to acceleration and can be managed conservatively. Vigilance is needed to ensure that AIVR is correctly distinguished from other, malignant rhythms to avoid inappropriate treatment and negative operational impacts. [ABSTRACT FROM AUTHOR]

Balloon-borne astronomy offers an attractive option for experiments that require precise pointing and attitude stabilization, due to a large reduction in the atmospheric interference observed by ground-based systems as well as the low-cost and short development time-scale compared to space-borne systems. The Balloon-borne Imaging Testbed (BIT) is an instrument designed to meet the technological requirements of high-precision astronomical missions, and is a precursor to the development of a facility-class instrument with capabilities similar to the Hubble Space Telescope. The attitude determination and control systems (ADCS) for BIT, the design, implementation, and analysis of which are the focus of this paper, compensate for compound pendulation effects and other sub-orbital disturbances in the stratosphere to within 1–2′′ (rms), while back-end optics provide further image stabilization down to 0.05′′ (not discussed here). During the inaugural test flight from Timmins, Canada in September 2015, BIT ADCS pointing and stabilization performed exceptionally, with coarse pointing and target acquisition to within <0.1° and fine stabilization to 0.68′′ (rms) over long (10–30 min) integrations. This level of performance was maintained during flight for several tracking runs that demonstrated pointing stability on the sky for more than an hour at a time. To refurbish and improve the system for the three-month flight from New Zealand in 2018, certain modifications to the ADCS need to be made to smooth pointing mode transitions and to correct for internal biases observed during the test flight. Furthermore, the level of autonomy must be increased for future missions to improve system reliability and robustness. [ABSTRACT FROM AUTHOR]

Context. In the very first steps of the formation of a new planetary system, dust agglomerates grow inside the protoplanetary disk that rotates around the newly formed star. In this disk, collisions between the dust particles, induced by interactions with the surrounding gas, lead to sticking. Aggregates start growing until their sizes and relative velocities are high enough for collisions to result in bouncing or fragmentation. With the aim of investigating the transitions between sticking and bouncing regimes for colliding dust aggregates and the formation of clusters from multiple aggregates, the Suborbital Particle and Aggregation Experiment (SPACE) was flown on the REXUS 12 suborbital rocket. Aims. The collisional and sticking properties of sub-mm-sized aggregates composed of protoplanetary dust analogue material are measured, including the statistical threshold velocity between sticking and bouncing, their surface energy and tensile strength within aggregate clusters. Methods. We performed an experiment on the REXUS 12 suborbital rocket. The protoplanetary dust analogue materials were micrometre-sized monodisperse and polydisperse SiO2 particles prepared into aggregates with sizes around 120 μm and 330 μm, respectively and volume filling factors around 0.37. During the experimental run of 150 s under reduced gravity conditions, the sticking of aggregates and the formation and fragmentation of clusters of up to a few millimetres in size was observed. Results. The sticking probability of the sub-mm-sized dust aggregates could be derived for velocities decreasing from ~22 to 3 cm s−1. The transition from bouncing to sticking collisions happened at 12.7+2:1 −1:4 cm s−1 for the smaller aggregates composed of monodisperse particles and at 11.5+1.9 −1.3 and 11.7+1.9 −1.3 cm s−1 for the larger aggregates composed of mono-and polydisperse dust particles, respectively. Using the pull-o force of sub-mm-sized dust aggregates from the clusters, the surface energy of the aggregates composed of monodisperse dust was derived to be 1.6 × 10−5 J m−2, which can be scaled down to 1.7 ×10−2 J m−2 for the micrometre-sized monomer particles and is in good agreement with previous measurements for silica particles. The tensile strengths of these aggregates within the clusters were derived to be 1.9+2.2 −1.2 Pa and 1.6+0.7 −0.6 Pa for the small and large dust aggregates, respectively. These values are in good agreement with recent tensile strength measurements for ~mm-sized silica aggregates. Conclusions. Using our data on the sticking-bouncing threshold, estimates of the maximum aggregate size can be given. For a minimum mass solar nebula model, aggregates can reach sizes of ~1 cm. [ABSTRACT FROM AUTHOR]

The Intermediate eXperimental Vehicle (IXV) is a suborbital re-entry demonstrator successfully launched in February 2015 focusing on the in-flight demonstration of a lifting body system with active aerodynamic control surfaces. This paper presents an overview of the Mission Analysis and Flight Mechanics of the IXV vehicle, which comprises computation of the End-to-End (launch to splashdown) design trajectories, characterisation of the Entry Corridor, assessment of the Mission Performances through Monte Carlo campaigns, contribution to the aerodynamic database, analysis of the Visibility and link budget from Ground Stations and GPS, support to safety analyses (off nominal footprints), specification of the Centre of Gravity box, selection of the Angle of Attack trim line to be flown and characterisation of the Flying Qualities performances. An initial analysis and comparison with the raw flight data obtained during the flight will be discussed and first lessons learned derived. [ABSTRACT FROM AUTHOR]

The article provides an overview of the environmental issues associated with the operation of suborbital flights and discusses the possible regulatory scenarios on the environmental aspects of these flights, as of January 2016. Topics discussed include different designs and technologies of suborbital vehicles; need of laws to control the environmental effects of suborbital flights; and ways in which suborbital vehicle's emissions and noise affects different orbits of the earth.

Heat pipe technologies have numerous applications under microgravity conditions in aerospace, from miniature devices in laptops used aboard the International Space Station (ISS) to heat transport systems in satellites. Advances in understanding the behavior of two-phase flow systems under microgravity conditions could lead to higher-efficiency devices and improved heat-exchanger designs. Under normal gravity conditions, heat pipes can function properly without any kind of capillary structure (thermosyphons, vertical position) or they can be aided by a wick material in the horizontal position, allowing the return of the condensate from the condenser to the evaporator. However, gravitational acceleration can significantly alter the flow regime, masking some effects that are not observed under microgravity conditions. This paper presents an experimental analysis of three miniature heat pipe technologies developed in Brazil for thermal management and heat dissipation of electronic devices under gravity and microgravity conditions. Different geometries of heat pipes charged with methanol were tested under microgravity conditions aboard a sounding rocket. Results demonstrated that the mini heat pipes present low thermal resistances for both gravity and microgravity conditions. [ABSTRACT FROM AUTHOR]

This paper discusses design and implementation of a quaternion-based attitude control system for the short-duration mission of suborbital modules using cold-gas thrusters. The quaternion-based controller generates a command torque for each channel, and a pulse-width pulse-frequency (PWPF) modulator determines the required fire signals for the thrusters. The system performance is examined through both numerical and hardware-in-the-loop simulations. [ABSTRACT FROM PUBLISHER]

In order to provide a basis for assessing the future prospects and challenges of space tourism, this paper begins with a brief overview of the history of space tourism. This is followed by a discussion on market demand and current developments in the academic community, as well as the status of traffic tools, regulations and legalization. In market demand, although studies conducted in 1990s assumed the possibility of 500,000 per year in space tourists and several billion USD of annual revenue, in 2008 a relatively modest 13,000 per year was predicted. At this time traffic transport tools including the Soyuz system, CST-100, DragonRider and International Space Station (ISS) can only provide a few tens in spare seats for space tourists per year compared to the projected 20,000 plus seat capacity of the Lynx, Dream Chaser and SpaceShipTwo (SS2) fleets, which have the potential to conduct their first full suborbital test flight and first commercial flight within the coming decade. Added to this, the US government has only a regulatory regime that supports privately owned suborbital space tourism (SST) and no government funded orbital space tourism (OST). These evidences reveal a very high and advantageous potential for SST to form a space tourism industry in the coming decade, whereas the possibility of OST is relatively low. However, even though the prosperity of SST in the coming years is expectable, its maturity, reliability and safety still need to win the confidence of the general public. For examples, the announcement of changes to fuel used in the SS2 rocket engine in May 2014 and the crash of one SS2 while performing test flight on 31 October 2014 indicated the need for much careful preparation, as any accident in commercial operation could seriously damage or even kill its future prospects. [ABSTRACT FROM AUTHOR]

The advent of the new generation of suborbital space vehicles is opening up a new and exciting realm of space science that should be of great interest to biologists. These vehicles make it possible to explore biological responses and adaptations that occur in the first few minutes of entering spaceflight and also in the first few minutes after return from space. Historically these transition stages in spaceflight have simply not been available for research, especially within human-rated vehicles. Given that complex biological responses are seldom linear over time, and that essentially all current experiments on the International Space Station (ISS) are conducted after stabilization on orbit, biologists are missing the chance to understand the pathways that lead from terrestrial existence to successful spaceflight adaptation and back. Studies conducted on suborbital spacecraft can therefore be an innovative approach to filling a substantial gap in knowledge regarding the temporal dynamics of biological responses to successful spaceflight physiological adaptation. [ABSTRACT FROM AUTHOR]

The emerging commercial suborbital rocket industry in the U.S. presents new opportunities for research and education missions. Some companies have been publicized by the world's media and others are lower-profile. Additionally, some companies were created for the space tourism market and others have no current plans to fly humans at all. Most companies already have a Payload User's Guide published at their websites. The time for experimenters to take note of this industry is now, because in early 2014 a number of these companies were already operational or in flight test phase of their business development. When thousands of dollars, instead of millions for traditional NASA or European Space Agency (ESA) sounding rockets, are needed for a suborbital flight, many more researchers will be able to afford suborbital testing and research. In general, these rocket companies seek to provide at least three minutes of high-quality weightless test times from approximately 60 km to 100 km in altitude, and back to 60 km. Purdue University has been fortunate to have secured numerous launches for small payloads during these developmental and early operational years of the industry. Lessons from these launches include lessons in design, payload environment, procedures, launch site infrastructure, and travel preparations. [ABSTRACT FROM AUTHOR]

Commercial suborbital space flights will reach altitudes above 100 km, with 3–5 min of weightlessness bracketed by high-g launch and landing phases. The proposed frequency of these flights, and the large passenger population, present interesting opportunities for researchers in the life sciences. The characteristics of suborbital flight are between those of parabolic and orbital flights, opening up new scientific possibilities and easing the burden for obtaining access to 0 g . There are several areas where these flights might be used for research in the life sciences: (1) operational research: preparation for “real” space flight, such as rehearsal of medical procedures, (2) applied research—to answer questions relevant to long-term space flight; (3) passenger health and safety—effects on passengers, relevant to screening and training; (4) basic research in physiological mechanisms—to address issues of fundamental science. We describe possible projects in each of these categories. One in particular spans several areas. Based on the anticipated suborbital flight profiles, observations from parabolic flight, and the wide range of fitness and experience levels of suborbital passengers, sensorimotor disturbances such as motion sickness and disorientation are major concerns. Protocols for pre-flight adaptation of sensorimotor responses might help to alleviate some of these problems, based on results from research in the initial flights. This would improve the passenger experience and add to the knowledge base relevant to space flight more generally. [ABSTRACT FROM AUTHOR]

Abstract: This paper summarizes the results of the pre-feasibility studies carried out in 2012 on the concept of sub orbital and hypersonic, high altitude flight in support of future generation transportation. Currently, while the High Altitude Flight is mostly instrumental to touristic purposes and emphasizes the so called Spaceports as futuristic, customers-luring airports featured with all the support services, the “Spacegate” concept deals with scheduled traveling in the upper part of the atmosphere between two points over the Earth surface, with significant reduction of the transfer time. The first part of the paper provides a theoretical approach to the matter, by proposing an “operational” mapping of the atmosphere as well as of the different kinds of flight occurring at High Altitude. The second part of the paper addresses the problem of the limited human capability of maintaining an active control of the vehicle during the re-entry phase and introduces the “Spacegate” concept as the conical portion of the atmosphere above the landing site, whose surface delimits the spiral-descending trajectories that the pilot can travel for a safe re-entry. This paper further outlines the results of the preliminary definition of top level operational requirements and derived architecture functional modules in support to the “Spacegate” implementation. Special attention was given to the favorable geographic and climatic conditions of Italy that make this Country suitable enough for future experimental sub orbital flights and related operations. An initial analysis was performed on the regulatory backbone that has to be built to properly operate High Altitude Flight vehicles in Italy according to the concept of an Italian “Spacegate”. A Preliminary Master Plan/Road Map for the “Spacegate” has been laid out, with special emphasis to selected near term activities and support infrastructures necessary to be carried out to better refine the study in preparation to the unfolding of further future endeavors. [Copyright &y& Elsevier]

Abstract: The EU 7th Framework Project FAST20XX [1] aimed to enlarge the foundations of suborbital high-speed transportation in a wide variety of fields. One of the key issues of this project was to outline a desirable regulatory framework that would best serve the interests of all European stakeholders in this new activity. The US Federal Aviation Administration (FAA) has issued a series of requirements for operators of commercial suborbital flights under the 2004 Commercial Space Launch Amendments Act (CSLAA), enabling the corresponding market to develop. These regulations were initially valid until 2012 but have now been extended until 2015. In Europe, practical and successful attempts to fly experimental vehicles of this kind do not yet exist. However, several developments indicate that it is becoming urgent to pay attention to this potential new industry and find ways to regulate it in a safe yet flexible manner. Although the European Aviation Safety Agency (EASA) explored the possibility in 2008 to prepare for a certification approach under the concept of “Suborbital Aeroplanes” (SoA), this initiative was put on hold in 2011, and a final decision by the European Commission is still pending. This paper highlights some of the research performed by the authors towards the establishment of a roadmap for future regulation of suborbital flight in Europe. In particular, it will present results of a survey carried out among stakeholders, including operators and manufacturers of vehicles, spaceports, national and European regulators, insurers and brokers, consultants, users and lobbyists. The paper also presents results from the workshop on the future regulatory framework for suborbital flights in Europe, which was co-organised by the present authors and held in Brussels in October 2012. [Copyright &y& Elsevier]

Considering the cost reduction of the space transportation system, suborbital spaceplane, which flights ballistically to the altitude of 100 km, is considered one of a promising approach. Because of the avoidance of the orbital revolution, which leads to the reduction of the initial loading fuel, going to and returning from the space at low cost becomes possible. Due to the reduced re-entry speed, the ablator material is unnecessary and the reusability of the spaceplane is increased. SpaceShipOne, which is one of the suborbital spaceplane, has already reached to the step of the commercial use. The suborbital spaceplane seems possible to enter the orbital revolution by building a Maglev Guide Rail in the form which encircles the earth in Low Earth Orbit, and the Maglev Vehicles, which are driven along to the Guide Rail, berth with the suborbital spaceplane. It considered possible to maintain the Maglev Vehicle stationary in the space by adapting the configuration of the Orbital Ring. In this paper, the orbit of the Guide Rail, which supports not only the Maglev Vehicle but also the suborbital spaceplane, is calculated by astrodynamics. The results demonstrate that, sustainable movement around the earth is possible for Guide Rail in spite of the increase in the weight of Maglev Vehicle due to the docking with the suborbital spaceplane. [ABSTRACT FROM AUTHOR]

Abstract: The phenomenon of private human access to space has introduced a new set of problems in the insurance sector. Orbital and suborbital space transportation will surely be unique commercial services for this new market. Discussions are under way regarding space insurance, in order to establish whether this new market ought to be regulated by aviation or space law. Alongside new definitions, infrastructures, legal frameworks and liability insurances, the insurance sector has also been introducing a new approach. In this paper, I aim to analyse some of the possibilities of new premiums, capacities, and policies (under aviation or space insurance rules), as well as the new insurance products related to vehicles, passengers and third party liability. This paper claims that a change toward new insurance regimes is crucial, due to the current stage in development of space tourism and the urgency to adapt insurance rules to support future development in this area. [Copyright &y& Elsevier]

Abstract: In the context of the FAST20XX project (Future High-Altitude High-Speed Transport) that started in 2009 under the 7th Framework Programme of the European Union (EU), the authors reexamined the legal status of private human suborbital flight, and researched whether it might be regulated as aviation or as spaceflight. International space law is ambiguous as to accommodating suborbital activities. While some provisions of the UN outer space treaties would seem to exclude them, generally there is not any explicit condition in terms of reaching orbit as a requirement for application. International air law presents equal difficulties in dealing with this activity. The classic definition of “aircraft” as contained in the Annexes to the Chicago Convention does not really encompass the kind of rocket-powered vehicles that are envisaged here. As a result, it is unclear whether the United Nations Committee on the Peaceful Uses of Outer Space (COPUOS), the International Civil Aviation Organization (ICAO), or both could be involved in an eventual international regulation of suborbital flight. In the absence of a uniform international regime, each state has the sovereign right to regulate human suborbital flights operating within its airspace. So far, two practical solutions have been realised or proposed, and will be analyzed. On the one hand, the USA granted power for regulation and licensing over private human suborbital flight to the Office of Commercial Space Transportation of the Federal Aviation Administration (FAA/AST). Subsequent regulations by the FAA have set out a series of requirements for companies that want to operate these flights, enabling a market to develop. On the other side of the Atlantic, both the European Space Agency (ESA) and a group of representatives of the European Aviation Safety Agency (EASA) of the European Union (EU) seem to rather regard this activity as aviation, potentially subject to the regulation and certification competences of EASA, although recent developments may indicate a changed view. Due to these differences, it is uncertain when this activity will be considered aviation and when it will be considered as spaceflight. However, the characterization as either of these has important consequences for the industry and for a stable regulatory landscape. In the longer term, from an international and a European perspective, the best solution for regulation may be to create a sui generis legal regime specifically addressing the particular nature of suborbital flight. Suborbital transportation is neither aviation nor spaceflight; it is rather something in between. A new legal regime would be able to combine notions of both air and space law, in order to overcome and resolve the current deficiencies of each discipline. [Copyright &y& Elsevier]