Although little is known about the emerging space support vehicle industry, the U.S. commercial space-launch industry generated $617 million in revenue in 2015 and has experienced significant growth in the past half-decade. FAA reported that its licensed launches have increased 60 percent and industry revenue has increased 471 percent since 2012. We’ve previously reported that the industry has experienced growth in the number and complexity of launches and growth in demand for space launches. Furthermore, the industry is developing new types of reusable launch vehicles, which could reduce launch costs. Components of the U.S. commercial space transportation industry include: Launch Companies: These companies launch satellites or other payloads into space. Their clients include governments, other companies, and individuals. Currently, the industry is launching non- human payloads using rockets and has yet to launch space flight participants. At the same time, some launch companies are developing hybrid launch systems, which contain elements of both aircraft and rocket-powered vehicles. Companies we interviewed plan to use these vehicles—which take off as an aircraft and then launch the spacecraft once reaching a certain altitude—to launch non- human payloads and to transport spaceflight participants to space. For example, WhiteKnightTwo plans to carry Virgin Galactic’s SpaceShipTwo aircraft to an altitude of 50,000 feet where it will air launch SpaceShipTwo and the participants on board into space. According to representatives of launch companies we interviewed, while most of launch companies’ current activities are focused on launches, they may also use the aircraft component of a hybrid launch system for non-launch activities. For example, Virgin Galactic has also considered using WhiteKnightTwo to carry scientific payloads into conditions that would simulate spaceflight. Spaceports: Spaceports are FAA-licensed launch or reentry sites used for commercial space launches and reentries that are developed by private companies and/or states. Spaceports can be co-located with federal sites or commercial or general aviation airports. Spaceports generally include launch pads and runways as well as other infrastructure, such as hangar space, and services, such as emergency services to be used by commercial space companies. As of June 2016, there were 10 FAA-licensed nonfederal launch sites. Space Support Companies: This category includes companies whose business plans focus on training future spaceflight participants. This training simulates conditions encountered in space and can either be accomplished on the ground using pools and centrifuges or in the air using aircraft, hence the interest of companies in the commercial space support vehicle industry. In addition to training, space support companies offer or plan to offer other services, such as carrying scientific payloads for micro gravity experiments and repositioning cargo from one location to another through the air. FAA’s Office of Aviation Safety (AVS) oversees civil aviation activities in the United States. Thus, it regulates aircraft that may be used for space support activities. AVS is responsible for certifying the airworthiness of aircraft, pilots, mechanics, and others whose work affects the safety of those aircraft. When certifying aircraft, AVS inspectors review aircraft engines, propellers, parts, and equipment, including avionics, to provide a reasonable expectation of safety. In addition, AVS is responsible for certifying all operational and maintenance enterprises in domestic civil aviation. In fiscal year 2016, AVS had 7,246 full-time equivalent (FTE) employees and a budget of $1.26 billion. The Office of Commercial Space Transportation (AST) is the office within the FAA responsible for overseeing and coordinating the conduct of commercial launch and reentry operations and issuing and transferring licenses and permits authorizing such activities. Unlike AVS, AST has a dual mandate to (1) protect the public health and safety (people not participating in the launch, i.e., third parties), the safety of property, and national security and foreign policy interests of the United States during commercial launch and reentry activities and (2) encourage, facilitate, and promote U.S. commercial space transportation. The Commercial Space Launch Amendments Act of 2004 instructed the Department of Transportation (DOT) to promote the continuous improvement of the safety of launch vehicles designed to carry humans. Prior to launch, space flight participants must provide written consent to participate. In fiscal year 2016, AST had 92 FTE employees and a budget of $17.8 million. Stakeholders identified spaceflight participant training as one potential use for space support vehicles. FAA regulations require only minimal training for spaceflight participation. Specifically, operators are required to train each space flight participant how to respond to emergency situations, such as smoke, fire, and the loss of cabin pressure. However, some companies are interested in providing training beyond the minimal requirements to potential space flight participants. Stakeholders we interviewed disagreed on the best way to train future spaceflight participants. Some industry stakeholders (13 of 37) told us that future space flight participants will need to receive training in high- performance aircraft. Specifically, 4 of 9 space support companies, 3 of 13 launch companies, 2 of 5 spaceports, and 4 of 10 other stakeholders argued that it is necessary for customers to fully understand what they will experience and the only way to replicate this is through training in high- performance jets. Stakeholders explained that factors that can be simulated in high performance jets but not through other means include the stress of a confined environment and exposure to the physiological and psychological effects of spaceflight. Further, four stakeholders said this training is necessary to become acquainted with g-forces involved with spaceflight and that space support vehicles are best able to provide this training. NASA officials also stated that familiarization with and experiencing high-g environments while performing time critical communication is important preparation for spaceflight participants. See figure 2 for examples of space support vehicles, including high- performance jets (on left) and the modified Boeing 727 (on right). In addition, six stakeholders explained that due to the high cost of spaceflight, getting this experience would be important for someone who is considering space tourism. However, as discussed below this training currently is not available in the U.S. On the other hand, 13 stakeholders report training can be accomplished through currently allowed means, including standard certified aircraft and ground based training. Five of 9 space support companies, 5 of 13 launch companies, and 3 of 10 other stakeholders reported that it is critical to expose future spaceflight participants to the conditions they will encounter in space, but these conditions can be replicated through means other than high-performance jets. Two space support companies said they provide ground-based training through centrifuges, pools, and instruction in space-related topics such as the physiological and psychological effects of space travel. One launch company reported to us that spaceflight participants will only need to know how they will react to microgravity but will not need to know how to accomplish tasks in microgravity. According to some stakeholders, this acclimation to microgravity can be accomplished through parabolic flight, centrifuges, and pools. One company is currently offering a microgravity experience in a Boeing 727 with an interior that has been modified to accommodate passengers to this activity, and another company has considered entering this market with a similar aircraft. Two of 13 launch companies reported they do not anticipate a high training burden for future customers and thus would probably not utilize aircraft training or centrifuges. The remaining 12 of the 37 stakeholders we interviewed did not comment on this issue. Further, stakeholders representing spaceports have proposed that spaceports are the proper place to host spaceflight participant training. Spaceport stakeholders we interviewed said that spaceports provide runways, launch pads, hangars, and other services such as emergency response services for commercial space-transportation companies. As mentioned above, representatives of two of the five spaceports we spoke to thought space flight training should be provided in high-performance jets. Two stakeholders we interviewed at spaceports also expressed interest in hosting companies that provide spaceflight participant training and see it as a potential source of new revenue, either now or when the tourism industry evolves and sends customers into space. One spaceport operator we interviewed sees spaceflight participant training as economically beneficial for the communities surrounding spaceports. In addition to spaceflight participant training, some stakeholders we spoke to identified microgravity research as a potential use for space support vehicles. Microgravity research uses reduced gravity to understand how objects or people will react in reduced gravity environments (such as orbit). Microgravity can be provided through parabolic flights. NASA officials told us microgravity flights are used to test equipment that will be sent into orbit, including for example exercise equipment and 3D printers. According to FAA, one company currently conducts microgravity research using a Boeing 727 with a standard airworthiness certificate. Other companies have proposed using retired military aircraft to fly scientific payloads for researchers. It is difficult to determine the size of the market for the use of space support vehicles for training because we have found no publicly available studies on the size of the spaceflight participant training market, and companies we interviewed told us they have not conducted their own market analysis. However, companies within the industry provided a wide range of estimates of the size of a potential training market. Estimates of the training market reported by stakeholders are often dependent on the size of the overall space tourism market and the training burden launch companies anticipate for their customers. One industry study that found that there are around 8,000 individuals with the money and inclination to take a space tourism flight by 2022. However, it’s not clear how many of these 8,000 individuals would choose to purchase training from training providers, and the number would likely depend on whether launch companies require training for passengers, how intensive the training will be, and whether they will contract for this training or offer it in house. Further, studies of the tourism market that we identified are dated and may not reflect current industry conditions.