Enter into the fray an unlikely partner with America's rocket makers. Deep within the Federal Aviation Administration (FAA), the government agency that regulates aviation and air traffic, is a tiny office that plays a big role in the current commercial space boom. Called simply "AST" -- for the Associate Administrator (of the FAA) for Commercial Space Transportation -- the office is staffed by 34 people and has a budget of just over $6 million. Little known outside the industry, AST is the licensing authority for U.S. rockets. Since last year, it has also functioned as the licensing and regulatory authority for reusable spaceships and for future reentry vehicles.
"She's not afraid to get her hands dirty, which is a novelty among bureaucrats in this town."
But while its staff and budget are miniscule by Washington's standards, AST is playing perhaps the most critical role in advancing the day when space transportation will be more like aviation and less like experimentation. At the helm of the office, created in 1984 during the Reagan administration, is a savvy insider with a commercial space pedigree. Administrator Patti Grace Smith guides AST with a firm hand while building a reputation for doing her homework. "She's not afraid to get her hands dirty, which is a novelty among bureaucrats in this town," said one industry source.
Smith has presided over the largest spate of commercial space growth in history, crafting both a regulatory role, as well as a nurturing one for U.S. rocketeers. In between meetings and awaiting the latest vote on her budget, Smith spoke with SPACE.com on her vision for AST -- and the future of the U.S. rocket industry.
SPACE.com: Your office has both a regulatory, as well as a developmental function within commercial space. How do you see your role there?
Smith: I like to think of AST as being a partner to industry as we attempt to make the U.S. commercial launch industry even more competitive internationally. Our principle role is to regulate launch and reentry. The industry understands that, that's how we license their launches. We also understand the other side of the partnership -- industry's desire to compete more effectively. Their market is becoming more global in nature.
SPACE.com: How do you engage the regulatory aspects of your job? Is it streamlining those regulations? Making it simpler for them to comply?
Smith: We think we regulate smartly. We make certain that we have as much input as we possibly can from industry, from other parts of government. We work with industry very directly in crafting our regulations to receive their input early in the process. We meet with industry reps, in both the RLV (Reusable Launch Vehicle) and ELV (Expendable Launch Vehicle) sides, to solicit their views. And once we publish [the regulations], we continue in an ongoing basis to hear from them.
SPACE.com: How important was it for the FAA to gain the authority to license reusable vehicles and reentry vehicles last year? Why was that such a big deal for you?
Smith: It was a very, very significant step. I think it was significant for us and for the [rocket] industry that this authority was obtained. Up to that point we could only license the launch and not bring the vehicle back. With the promise of reusable vehicles providing lower-cost access to space, replenishment of satellite constellations, there are certainly uses for RLVs. The military, for example, is looking at them for national security purposes. So for us it was absolutely crucial.
SPACE.com: Since you've become AST Administrator the industry has changed a great deal. How has it changed in ways that surprised you?
Smith: I think the principle dynamic of the job I have is that the launch industry is a robust industry, moving a lot more rapidly than a lot of people thought that it would, including our FAA partners.
SPACE.com: Why has that happened?
Smith: I think because of the new launch technology and the creation of international partnerships with companies like Lockheed Martin -- marketing the Proton -- with the commitment and determination of U.S. industry to look for creative ways to be even more competitive. That sense of relentless competitiveness has increased and will continue to increase.
You know, RLVs will show a different dimension to this industry.
SPACE.com: How so?
Smith: Well, six years ago the Europeans were saying that RLVs were 10 to 15 years away -- not a threat. Not a viable technology. Now they are hedging their bets. A lot of them are planning some type of RLV program. I also didn't plan for the increased activity -- that launch demand.
SPACE.com: So you didn't have the resources, the budget?
Smith: Resources, budget and staff. Our staff has remained pretty much flat over the past three years, yet launches have increased. But we are hopeful that the President's 2001 budget, which calls for doubling the size of AST, will be passed. And our new budget will allow us to strengthen our staffing levels, which in some cases are only one-person deep. We are experiencing a high level of attrition.
SPACE.com: How much have you lost?
Smith: Seven people out of 34. With our budget of $6.5 million, we are hoping for $12.6 million next [fiscal] year.
SPACE.com: There are some issues that keep popping up that seem to be common to all launch companies. Some of these are the areas of range modernization and upgrades to spaceports. How important is that to you?
Smith: I think that it is critically important. Unfortunately some of that [Air Force] modernization effort has been delayed by budget cuts. We are encouraged however that they put in place this year a core crew that will help reduce downtime [between launches]. But it's only funded by the AF through 2001.
The architectural part of modernization, we're working to add a more business-like approach. So when commercial operators come on the range they have a greater appreciation of what industry's priorities are -- operational flexibility, shorter times on the pad.
SPACE.com: So improvements are a priority?
Smith: I think a commercial operator in the U.S. has the expectation that for the most part safety standards will be the same whether he or she is launching from a federal range or a non-federal spaceport in the future. We're taking the Air Force along with us in that process.
SPACE.com: Do you see the role of COMSTAC (Commercial Space Transportation Advisory Council) changing in the future?
Smith: COMSTAC is our 'eyes and ears' to what I would call the real world. It's almost an extension of our staff. I see it increasing in effectiveness as those working groups address real world issues that industry brings to us. It reports directly to the FAA administrator and the Transportation Department secretary as well.
SPACE.com: Look into your crystal ball. Where do you see commercial space in 20, 30 years from today?
Smith: Space will be very much in place as a delivery system, like aviation has become. Early stages of space tourism. We will license the vehicles that will be carrying humans. The safety of carriage aspects -- for passengers and crew. I see space as a natural for tourism. I also can see more interplay where U.S. launchers can someday be based in foreign launch sites. If launch is to be truly global in nature.
SPACE.com: And your legacy?
Smith: More entrepreneurial thrust, that we led this office during one of its most robust and formative periods to fulfill the vision of space transportation to a wider audience. More to the financial community. And a greater effort to bring the public along into the excitement of space.
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