Demystifying the Part 450 Launch/Reentry License Regulations
My Part 450 Flowchart/Roadmap (with tabs)
“The truth is every single rocket launch off of planet Earth is risky.”
Introduction
In the vast domain of outer space exploration, the regulatory landscape can be as challenging to navigate as the cosmos itself. The United States is no exception. Among the key regulations governing U.S. commercial space activities is Part 450 of Title 14 of the Code of Federal Regulations titled: “Launch and Reentry License Requirements.”
Released in 2020 and administered by the Federal Aviation Administration (FAA), Part 450 represents FAA’s attempt at modernizing and streamlining the rules for the launch and reentry of commercial space vehicles. The creation of these regulations was driven by the rapid expansion of the commercial space industry, which demanded a more adaptable set of regulations to accommodate new technologies, innovative business models, and the growing frequency of commercial space operations.
However, Part 450 is still experiencing growing pains. With a committee set to address industry concerns, changes to these regulations are likely on the horizon. But with licenses issued under prior regulations required to transition by March 2026, understanding Part 450 could become even more pressing.
To support this effort (and for my own learning purposes), in this blog, I attempt to demystify Part 450 by breaking down its complex language and technical details into an accessible overview—complete with citations to its relevant sections. Whether you’re directly involved in the space industry or simply curious about these regulations, I hope this “tabletop” guide/flowchart will provide a clearer understanding of how Part 450 functions. But before we begin…
***DISCLAIMER***: While this is always noted in the footer, it’s worth reemphasizing that the information provided in this blog post is based on my own understanding of the Part 450 regulations. While I strive for accuracy, I cannot guarantee that this reflects the most current, accurate, or comprehensive interpretation of these regulations. If you are applying for a Part 450 license, you should definitely consult with a qualified attorney or a law firm that specializes in such license applications to obtain legal guidance tailored to your specific situation. Hence, as with all content on this blog, this post is for informational purposes only and does not constitute legal advice.
General Information: Foundation of Part 450
Subpart A establishes the foundational principles and general purpose of Part 450: how an applicant can obtain and maintain a license to launch and/or reentry a space vehicle or a specific type of space vehicles (14 C.F.R. § 450.1). However, even after receiving a Part 450 license, the licensee must still continue to adhere to all other applicable laws and regulations (14 C.F.R. § 450.13). Other important aspects of a Part 450 license include:
Grant of a 450 License (14 C.F.R. § 450.5(a))
The FAA will only issue a Part 450 license if an applicant satisfies all of this regulation’s requirements.
The Scope (14 C.F.R. § 450.3(a)): The 450 license can be tied to a specific vehicle or a specific family of space vehicle.
License Rights (14 C.F.R. § 450.5(b)): When the operator of a specific vehicle or a type of space vehicles is granted a Part 450 license, the operator is authorized to conduct multiple launches and/or reentries of that vehicle or vehicle type in compliance with the license requirements.
However, a Part 450 license does not confer exclusive rights to any federal space-related facilities, airspace, or regions of Outer Space. (14 C.F.R. § 450.13).
Definition for Launch (14 C.F.R. § 450.3(b))
Launch activities encompass not only the launch itself but also the associated pre- and post-flight ground operations. Specifically:
Start of Launch
At a U.S. Launch Site (14 C.F.R. § 450.3(b)(1)): Launch begins when any operation that could pose a threat to the public starts, and the vehicle is no longer in a safe and dormant state (e.g., fueling the rocket).
At a non-U.S. Launch Site (14 C.F.R. § 450.3(b)(2)): Launch begins at the earliest of either the vehicle’s ignition or its first flight movement.
End of Launch (for Orbital Launches)
If there is no reentry (14 C.F.R. § 450.3(b)(3)(i)): The end of launch is marked by the last of these events: (1) the licensee’s last exercise of control over the space vehicle, (2) the last component of the space vehicle impacts or lands on Earth, (3) completion of all activities needed to secure the space vehicle components that land on Earth, or (4) completion of activities needed to return the launch site to a safe condition.
If there is reentry (14 C.F.R. § 450.3(b)(3)(ii)): The end of launch is marked by the last of these events: (1) all payloads are deployed, (2) the vehicle reaches its first steady-state orbit, (3) the last component of the space vehicle impacts or lands on Earth, (4) completion of all activities needed to secure the space vehicle components that land on Earth, or (5) completion of activities needed to return the launch site to a safe condition.
End of Launch (for Suborbital Launches)
If there is no reentry (14 C.F.R. § 450.3(b)(3)(iv)): The end of launch is marked by the last of these events: (1) the last component of the space vehicle impacts or lands on Earth, (2) completion of all activities needed to secure the space vehicle components that land on Earth, or (3) completion of activities needed to return the launch site to a safe condition.
If there is reentry (14 C.F.R. § 450.3(b)(3)(iii)): when vehicle reaches apogee.
Definition for Reentry (14 C.F.R. § 450.3(c))
Reentry includes activities (1) needed to assess the vehicle’s readiness for reentry and the safety of reentry activities to the general public and property and (2) needed to return reentry vehicle to a safe condition on ground after impact/landing.
Changes (14 C.F.R. § 450.9)
Conditions to this license can be modified at any time by the FAA to ensure continued compliance.
License Duration (14 C.F.R. § 450.7)
Determined by the FAA but no longer than 5 years.
Transferability (14 C.F.R. § 450.11)
Upon a request by the license holder or a prospective transferee, the FAA can transfer a Part 450 license. The FAA will only transfer this license if (1) the parties mutually agree to such transfer and (2) the transferee has submitted a valid license application that meets the Part 450 requirements.
Prerequisites for a 450 License
Before the FAA will accept a 450 application, the applicant must demonstrate a means of compliance with the following five critical safety requirements (14 C.F.R. § 450.35(a)):
A satisfactory method of conducting flight safety analysis (14 C.F.R. § 450.115(b)).
A satisfactory method of conducting toxic risk assessment for flight operations (14 C.F.R. § 450.139(e)).
A satisfactory method of confirming the presence of a highly reliable flight safety system (14 C.F.R. § 450.145(b)).
A satisfactory method of mitigating against lightning hazards during flight commit operations (14 C.F.R. § 450.163(a)(1))
A satisfactory method of conducting toxic risk assessment for ground operations (14 C.F.R. § 450.187(e)(1))
If the applicant submits evidence of its compliance separate from its application, it must submit the information in a format acceptable to the FAA (14 C.F.R. § 450.35(b))
Application Requirements for a 450 License
Subpart B outlines the specific requirements that an applicant must meet to obtain a 450 license for a space vehicle or a particular type of space vehicles. These requirements ensure that the applicant has met the necessary safety, policy, environmental, and financial requirements prior to engaging launch or reentry operations.
Overview
Application
In order to successfully obtain a 450 vehicle operator license, an applicant must accomplish six distinct steps (14 C.F.R. § 450.31(a)):
Submit an application under Part 413 (14 C.F.R. § 450.31(a)(1)).
Obtain policy approval from the FAA (14 C.F.R. § 450.41) which ensures that the proposed operation aligns with U.S. national security and foreign policy interests (14 C.F.R. § 450.31(a)(2)).
Secure favorable payload approval (if applicable) (14 C.F.R. § 450.43) which is necessary for payloads that may affect public safety or national interests (14 C.F.R. § 450.31(a)(3)).
Receive safety approval (14 C.F.R. § 450.45) which demonstrates that the applicant has addressed all safety concerns related to its launch or reentry activities (14 C.F.R. § 450.31(a)(4)).
The safety approval may be done incrementally with FAA’s approval, allowing the applicant to submit safety information over time (14 C.F.R. § 450.33).
Complete an environmental review (14 C.F.R. § 450.47) to ensure compliance with environmental-related laws (14 C.F.R. § 450.31(a)(5)).
Provide all information needed for a maximum probable loss (MPL) analysis using the guidelines provided in Appendix A of Part 440 (14 C.F.R. § 450.31(a)(6)).
Submission Format
The applicant has some flexibility in how it submits the required information. It may choose to submit all of the necessary documents in one consolidated application or incrementally in a modular format (14 C.F.R. § 450.31(b)). The applicant can also reference materials submitted in its previous applications to avoid duplication of effort (14 C.F.R. § 450.31(d)).
Alternative Methods for Compliance
An applicant also has the option to demonstrate compliance with each requirement through an alternative approach if such approach can achieve an equivalent level of safety under a clear and convincing standard. (14 C.F.R. § 450.37(a)). However, this alternative approach can’t be used to demonstrate compliance with the launch risks of 450.101(a), the reentry risks of 450.101(b), requirements related to protection against high consequence events of 450.101(c), requirements related to the protection of people and property on orbit of 450.101(e), and the validity of the applicant’s various analysis methods. (14 C.F.R. § 450.37(b)).
If the FAA has already approved a safety element for a specific component or system and the applicant is using such element in the same way, the applicant can use that element under the existing approval without needing FAA’s reevaluation (14 C.F.R. § 450.39). This allows an applicant to expedite the process when reusing previously approved technology or systems.
Policy Approval (14 C.F.R. § 450.41)
Policy approval is a critical component of the licensing process as it ensures that the proposed activity does not jeopardize U.S. international obligations, national security, or foreign policy (14 C.F.R. § 450.41(a)). The FAA may consult with other government agencies, such as the Department of Defense, the State Department, and NASA, to conduct its policy analysis (14 C.F.R. § 450.41(b)).
The FAA will inform the applicant of any issues, and the applicant may amend its application or provide additional information (14 C.F.R. § 450.41(c)). If policy approval is denied, the applicant has the right to request a reconsideration or a hearing (14 C.F.R. § 450.41(d)).
For the policy review, an applicant must provide detailed information about the space vehicle’s specifications (e.g., model, configuration, dimensions), if it has any foreign ownership interests, and its planned launch or reentry activities (14 C.F.R. § 450.41(e)).
Payload Approval (14 C.F.R. § 450.43)
The FAA will issue payload approval unless the proposed payload jeopardizes U.S. national interests, public safety, or international obligations (14 C.F.R. § 450.43(a)). While the FAA might consult other agencies, the FAA does not assess certain payload aspects that fall under the jurisdiction of other federal agencies or payloads that are owned/operated by the federal government (14 C.F.R. § 450.43(b) and (e)). The FAA may also issue approvals for classes of payloads rather than a specific payload, allowing an applicant to streamline future applications (14 C.F.R. § 450.43(c)).
The FAA will inform the applicant of any issues, and the applicant may amend its application or provide additional information (14 C.F.R. § 450.43(f)). If there are any changes to the payload, the applicant must inform the FAA who will conduct another round of payload approval analysis (14 C.F.R. § 450.43(h)). If payload approval is denied, the applicant has the right to request a reconsideration or a hearing (14 C.F.R. § 450.43(g)).
A payload owner or operator can also apply for a payload review (14 C.F.R. § 450.43(d)). The applicant must provide detailed information about the payload such as its specifications, function, operator or owner, and any hazardous materials it contains (14 C.F.R. § 450.43(i)).
Environmental Review (14 C.F.R. § 450.47)
The FAA is responsible for ensuring that all 450 licensed operations comply with environmental protection laws, including the National Environmental Policy Act (NEPA) (14 C.F.R. § 450.47(a)). Depending on the scope of the activities, an applicant may be required to complete either an Environmental Assessment (EA) or an Environmental Impact Statement (EIS) (14 C.F.R. § 450.47(b)). In some cases, the FAA may determine that the applicant qualifies for a categorical exclusion, exempting them from certain environmental review requirements (14 C.F.R. § 450.47(c)).
To fulfill its environmental review obligations, an applicant must submit, as applicable, an approved EA, EIS, categorical exclusion determination, or a written reevaluation of previously submitted materials (14 C.F.R. § 450.47(d)).
Maximum Probable Loss (MPL) Analysis (Part 440, Appendix A)
The FAA requires an applicant to submit all information needed for a maximum probable loss (MPL) analysis as outlined by Appendix A of Part 440 (14 C.F.R. § 450.31(a)(6)). This analysis evaluates potential financial losses that could occur during the licensed 450 operations and helps to determine the required amount of financial responsibility that the applicant should have (e.g., insurance coverage). The information needed for a MPL analysis could include details on the mission, vehicle, payload, flight safety system, as well as pre-flight, in-flight, and post-flight operations, and any relevant governmental entities and personnel.
Safety Approval (14 C.F.R. § 450.45)
Safety approval will be granted when an applicant proves that its proposed operations poses no risk to public health, safety, or property (14 C.F.R. § 450.45(a)), and complies with all safety conditions outlined in Subpart C of 450 (14 C.F.R. § 450.45(a)). If the applicant is using a federal launch or reentry site that already meets the 450 safety standards, this will also satisfy the safety approval requirements (14 C.F.R. § 450.45(b)). For crewed launches, human spaceflight requirements in Part 460 must also be met (14 C.F.R. § 450.45(e)(5)).
The FAA will notify the applicant of any issues, and the applicant is allowed to amend its application or provide additional information (14 C.F.R. § 450.45(c)). If the safety approval is denied, the applicant can request a reconsideration or a hearing (14 C.F.R. § 450.45(d)). The safety approval may also be granted incrementally if the applicant chooses to submit safety-related data through phased submissions (14 C.F.R. § 450.31(c)).
The applicant must submit detailed technical information about the vehicle, launch/reentry site, mission schedule, and any hazardous or radioactive materials that may be involved (14 C.F.R. § 450.45(e)).
Safety Requirements: Subpart C of Part 450
Subpart C of Part 450 outlines the safety requirements for commercial space launch or reentry operations. This subpart stresses the importance of thorough risk assessment, hazard mitigation, and strict adherence to safety standards to safeguard public health and property throughout all stages of the licensed launch and/or reentry operations.
Safety Criteria (14 C.F.R. § 450.101)
Safety criteria form the basis of Subpart C requirements. An operator is required to conduct safety analyses with precision and caution to guarantee maximum protection for both the public and property (14 C.F.R. § 450.101(g)). These criteria are categorized according to the nature of the operation, whether it involves a launch or reentry activity.
Launch Risk Criteria (14 C.F.R. § 450.101(a))
For orbital launches, these criteria apply from liftoff to orbital insertion. For suborbital launches, they cover liftoff through final impact or landing. An operator must ensure that:
Collective Risk: The expected number of casualties (Ec) from debris impact, toxic release, and far-field blast overpressure must be less than 1x10-4 casualties for members of the public (which does not include those in the space craft or operational personnel) and less than 2x10-4 for nearby operational personnel (14 C.F.R. § 450.101(a)(1)).
Individual Risk: The probability of casualty (Pc) from debris impact, toxic release, and far-field blast overpressure must be less than 1x10-6 casualties for members of the public (which does not include those in the space craft or operational personnel) and less than 1x10-6 for nearby operational personnel (14 C.F.R. § 450.101(a)(2)).
Aircraft Risk: Establish an aircraft hazard area such that the probability of debris causing an aircraft to be destroyed is less than 1x10-6 (14 C.F.R. § 450.101(a)(3)).
Risk to Critical Assets: The probability of loss of functionality must be less than 1x10-3 for critical assets and 1x10-4 for critical payloads. These assets do not include certain launch support assets within certain applicable distance calculated according to Appendix E of Part 420. The FAA will consult with relevant agencies to determine what constitutes a critical asset and, in some cases, may require more stringent criteria (14 C.F.R. § 450.101(a)(4)).
Reentry Risk Criteria (14 C.F.R. § 450.101(b))
These criteria apply to reentry operations from the final health check (that occurs right before deorbit initiation) to the final impact or landing. These operations would also include the reentry of any disposal that isn’t targeted toward the ocean (14 C.F.R. § 450.101(d)). However, suborbital reentry operations are covered by the launch risk criteria of 14 C.F.R. § 450.101(a) instead. The 450.101(b) requirements are similar to those for launch above:
Collective risk, individual risk, and aircraft risk follows the same thresholds as launch risk criteria above (14 C.F.R. § 450.101(b)(1)-(b)(3)).
Risk to critical assets follow the same criteria as those set for launches except that there is no exemption for certain launch-related assets as it is inapplicable for reentry (14 C.F.R. § 450.101(b)(4)).
High Consequence Event Protection (14 C.F.R. § 450.101(c))
An operator must take steps to prevent high consequence events from occurring during flight in uncontrolled areas. This includes having flight abort processes and systems that meet certain stringent standards. These systems must be designed to:
Abort the flight if it can no longer achieve a useful mission in accordance with the Flight Abort criteria of § 450.108 (explained below).
The consequence of any reasonably foreseeable failure mode must have a conditional expected casualties no great than 1x10-3 during any significant period of flight.
The vehicle must have demonstrated sufficient reliability as agreed to by the FAA.
Protection of People and Property on Orbit (14 C.F.R. § 450.101(e))
An operator must be mindful of and prevent collision with people or property in orbit in accordance with 14 C.F.R. § 450.169(a) (explained below). It must also prevent the creation of space debris in accordance with 14 C.F.R. § 450.171 (explained below).
Notification of Planned Impacts (14 C.F.R. § 450.101(f))
An operator must notify the public about areas on Earth where its generated debris that could potentially cause damage will be contained with a 97% probability.
System Safety Program (14 C.F.R. § 450.103)
As part of its application, the operator must establish a comprehensive system safety program that covers the entire lifecycle of the launch or reentry process (14 C.F.R. § 450.103(e)). This program requires a dedicated safety organization, including a mission director responsible for the licensed activities and a safety official to monitor the licensed operations and report any safety issues to the mission director (14 C.F.R. § 450.103(a)). The system safety program must also include a hazard management process, configuration management to track safety configurations, and a post-flight data review process to assess anomalies and the effectiveness of the hazard control strategies (14 C.F.R. § 450.103(b)-(d)).
Hazard Control Strategies
Overall Requirements (14 C.F.R. § 450.107)
An operator is required to conduct hazard analyses to develop effective hazard control strategies. These strategies must account for foreseeable hazards, safety-critical systems, and a timeline of safety-critical events (14 C.F.R. § 450.107(b)). If the operator cannot meet the public risk criteria of 450.101 through physical containment, wind weighting, or flight abort, it must perform a flight hazard analysis in accordance with 450.109 (14 C.F.R. § 450.107(c)). The operator must submit the results of its hazard control strategy analysis and the strategies developed as part of its 450 application (14 C.F.R. § 450.107(d)).
Flight Abort (14 C.F.R. § 450.108)
When flight abort is used as a hazard control strategy, the operator must ensure that the flight safety system can access all required vehicle data under all foreseeable conditions to determine when to abort. Furthermore, the following conditions apply:
The operator must have a flight safety system that either (1) meets the Highly Reliable Flight System requirements of § 450.145 if any reasonably foreseeable failure during any significant period of flight could result in a conditional expected casualty rate greater than 1x10-2 in uncontrolled areas, or (2) meets the Safety Critical Systems requirements of § 450.143 if the casualty rate is between 1x10-2 and 1x10-3.
The operator is required to set flight safety limit objectives to determine when to abort in order to (1) meet the safety criteria of § 450.101(a)-(b) for launch or reentry, (2) manage and stay within certain risk limits in uncontrolled areas, and (3) prevent the deterioration of safety conditions (14 C.F.R. § 450.108(c)).
Flight safety limit constraints must consider natural hazards, physics, data loss, timing delays, and results from risk evaluations, unsafe flight aborts, and new trajectories to comply with the collective risk criteria of § 450.101 (14 C.F.R. § 450.108(d)).
Flight abort is not necessary to prevent high consequence events in uncontrolled areas if (1) the vehicle’s critical parameters are validated, (2) the mission remains useful, (3) aborting the flight would not materially reduce risk from high consequence events, and (4) no key flight safety events have occurred (14 C.F.R. § 450.108(e)).
The operator must establish specific flight abort rules requiring flight termination when (1) data shows a violation of flight safety limits, (2) the flight safety system may be compromised, or (3) the system cannot receive the necessary data to maintain safety (14 C.F.R. § 450.108(f)(2)).
To validate these flight abort rules, the applicant must provide detailed analyses, safety limit descriptions, information about abort rules, and visual representations of flight operations and vehicle data in its 450 application (14 C.F.R. § 450.108(g)).
Flight Hazard Analysis (14 C.F.R. § 450.109)
The operator must conduct a comprehensive flight hazard analysis that identifies and assesses all foreseeable hazards to public safety during licensed operations. This analysis must consider risks from hardware, software, human factors, and operational processes, evaluating both the likelihood and severity of potential hazards. The analysis must demonstrate that the risk of death or serious injury to the public is extremely remote and provide verification and validation data to support this conclusion. The operator must establish a process to identify new hazards continuously and update the hazard analysis before each flight and throughout the system's lifecycle. The 450 application must include detailed analysis, mitigation measures, and criteria for identifying new hazards.
Physical Containment (14 C.F.R. § 450.110)
The operator must define a flight hazard area and ensure that the vehicle cannot cause hazards outside of this area. This area must be clear of the public and critical assets, with measures in place to prevent unauthorized access. The application must include data demonstrating the sufficiency of the hazard area and the methods used to ensure that the area remains clear of public and critical assets.
Wind Weighting (14 C.F.R. § 450.111)
On unguided suborbital launches, the operator must account for wind effects when setting launch parameters to prevent off-nominal impacts on the flight path. This involves conducting a wind analysis and establishing flight commit criteria that consider wind constraints. For unguided suborbital launch vehicles, stability must be maintained during all stages of powered flight across all configurations. The 450 application must include the wind analysis, along with the methods and technologies used to perform this analysis.
Fight Safety Analyses
Overall Requirements (14 C.F.R. § 450.113)
Unless the FAA has determined that the operator meets flight safety reliability based on its prior history, an operator must perform a flight safety analysis for all phases of flight with the duration of each flight defined as:
Orbital Launch: From liftoff through orbital insertion and the impact/landing of all components.
Suborbital Launch: From liftoff through the impact or landing of all components.
Disposal: From the initiation of deorbit to final impact.
Reentry: From the initiation of deorbit to the impact/landing of all components.
Flight Safety Analysis Methods (14 C.F.R. § 450.115)
An operator must account for all foreseeable events and failures of safety-critical systems during its licensed activities that could jeopardize public safety. It must prove that its licensed activities can bring all such risks into acceptable parameters of 450.101. The analysis should be thorough and identify the sources of public risk, hazards, and failure modes. The 450 application must include applicant’s methods, assumptions, evidence, benchmark conditions, and strategies.
Trajectory Analysis
An operator must perform trajectory analyses for both normal and malfunction flights and submit its analysis as part of its 450 application.
Normal Flight Trajectory (14 C.F.R. § 450.117): Using a six-degree of freedom trajectory model, an operator must establish the trajectory limits for routine launch and reentry activities. It must also plot a set of trajectories that can occur due to random uncertainties in parameters that could significantly influence flight behaviors. The trajectory analysis must account for the worst atmospheric conditions.
Malfunction Flight Trajectory (14 C.F.R. § 450.119): the operator must analyze potential trajectory deviation and dispersion caused by likely malfunctions, including the probability of each malfunction, the parameters by which the flight abort strategy (if applicable) would initiate, the predicted termination points, and the effects if the flight safety system fails.
Debris Analysis
An operator must conduct both debris and debris risk analysis and submit its analysis as a part of its 450 application.
Debris Analysis (14 C.F.R. § 450.121): The operator must analyze the hazardous debris that can be generated during its licensed activities, including the likely ways and energetic effects that its vehicles and materials might impact and breakup with considerations to their materials and energetic effects. The analysis should also include a statistical analysis of the debris propagation.
Debris Risk Analysis (14 C.F.R. § 450.135): The operator must conduct a debris risk analysis either the day before its licensed activities, using all foreseeable conditions, or during the countdown, utilizing all available input data. This analysis must be conducted with a view toward the safety criteria of 450.101 and include detailed description of the methods and data used and a focus on the following topics:
Modeling Casualty Areas: Identifying and modeling the areas where casualties could occur in the event of a foreseeable failure during each major phase of flight, taking into account environmental and human factors in the vicinity.
Predicted Consequences: Assessing the likely outcomes of failures, with a focus on worst-case and representative conditions.
Population Exposure Analysis (14 C.F.R. § 450.123)
As part of its 450 application, the operator must also assess the risk of population exposure in areas where potential impacts could occur. Such analysis should accurately factor in how the population is distributed and its vulnerability to debris.
Probability of Failure Analysis (14 C.F.R. § 450.131)
Using all required data from previous flights and distributing failure probability across all flight phases and failure modes, the operator must evaluate the likelihood of vehicle failure. The probability of failure must account for significant differences between observed failure rate and conditional failure rate. Such analysis must be included as part of its 450 application.
Flight Hazard Area Analysis (14 C.F.R. § 450.133)
The operator must identify the areas that need to be restricted to control risks to the public. This includes risks to people on waterborne vessels (having a probability of casualty of no more than 1x10-5 and satisfy the individual risk criteria of 450.101), land (satisfy the individual and collective risk criteria of 450.101), and airspace (satisfy the aircraft risk criterion of 450.101), with the analysis ensuring either (1) 97% probability of containment or (2) compliance with the safety criteria of 450.101. As part of its 450 application, the operator must conduct and submit such analyses that include details on the hazard controls implemented, the limits on operational conditions, identification and dispersion of hazardous debris, methodologies used, coordinates/locations of restricted areas, tabular results and graphics showing the required probability/impact contours.
Far-field Overpressure Blast Effect (14 C.F.R. § 450.137)
The operator must conduct a far-field overpressure blast effect analysis either the day before its licensed activities, using all foreseeable conditions, or during the countdown, utilizing all available input data. The analysis must account for the vehicle's explosive capability, various weather and terrain characteristics, and potential for broken windows. As part of the operator’s 450 application, this analysis and descriptions of population centers used as inputs, different methods used to calculate probability and analysis, tabular results and graphics showing the required probability/impact contours must be included.
Toxic Hazard Analysis (14 C.F.R. § 450.139)
The applicant, except if it is using only kerosene-based fuels (but unless otherwise required by the FAA), must conduct a comprehensive toxic hazard analysis to demonstrate compliance with the safety criteria of 450.101. This assessment should account for the various factors related to the release of toxic propellant so that a toxic hazard area can be determined, public exposure can be accounted for, the concentration and duration of toxic release can be calculated, and risk mitigation strategies can be implemented. Also as a part of the analysis, the following requirements must be met:
Control and Contain Toxic Hazards: The applicant must either contain the toxic hazards or ensure that the risk to the public is minimized.
Address Hazard Scenarios: The analysis must cover how toxic hazards might occur and will be managed under both normal and worst-case scenarios.
Evacuation or Operational Limits: If necessary, the applicant must have an evacuation plan in place or impose limits on operations based on atmospheric conditions to contain the toxic risks.
The application must include a detailed description of all toxic substances involved, threshold levels, atmospheric and terrain conditions, models used, modeling result, the toxic risk analysis, and the toxic hazard containment and evacuation plan.
Prescribed Hazard Controls for Safety-Critical Hardware and Computing Systems
Computing Systems (14 C.F.R. § 450.141)
An operator must identify any computing systems that could present hazards to the public and evaluate their criticality based on the potential risks and severity of hazards. To ensure safety, the operator must develop, test, verify, validate, and enforce safety requirements, processes, and policies for these computing systems. As a part of the 450 application, the applicant must include a list of all computing systems that could present a hazard, along with safety requirements, documentation of the development processes, and evidence of the execution and implementation of each safety requirement.
Safety-Critical Systems (14 C.F.R. § 450.143)
For those systems that are covered by the flight abort system requirements of 450.108(b)(2), the operator must ensure the following requirements are applied to all such systems except for highly reliable flight safety systems or those determined through its flight hazard analysis to pose "extremely remote" risks to the public:
Design and Testing: Safety-critical systems must be designed to ensure that the public is not harmed by any additional credible faults beyond those that could result from nominal operations. These systems must be tested and demonstrated under conditions that exceed predicted operating environments to ensure that they do not degrade.
Operational Reliability: The operator must show that these systems can operate safely and effectively within their predicted environments or have controls in place to ensure they function nominally throughout their service life.
Ongoing Monitoring: The operator must monitor the flight environments experienced by the vehicle to validate predicted operating environments, to assess remaining vehicle life, or to adjust inspection periods.
Application: The 450 application must provide detailed information on the safety critical systems, including drawings, descriptions, schematics, and a summary of analyses used to validate the predicted operating environments and the applicant’s processes for managing the aging, disposal, or refurbishment of safety-critical systems.
Highly Reliable Flight Safety Systems (14 C.F.R. § 450.145)
For those systems that are covered by the flight abort system requirements of 450.108(b)(1), the operator must ensure that its highly reliable flight safety systems must achieve a design reliability score of 0.999 at 95% confidence level. Furthermore, the operator must track the flight environments to validate predicted conditions, to assess the remaining vehicle life, or to adjust inspection intervals. The 450 application must include detailed information on the highly reliable flight safety systems, the applicant’s analyses and reports for calculating reliability, the procedures used for validating data accuracy, the applicant’s tests and plans used to qualify the system, as well as plans and methods for validating predicted operating environments.
Other Prescribed Hazard Controls
Agreements (14 C.F.R. § 450.147)
Prior to the approval of the licensed activities (unless the FAA agrees otherwise), the operator must have executed agreements with all relevant entities, including launch site providers, maritime authorities, the FAA Air Traffic organization, and emergency response organizations. These agreements should clearly define roles and responsibilities for the licensed activities. The applicant must submit copies of these agreements with its 450 application.
Safety-Critical Personnel Qualifications (14 C.F.R. § 450.149)
The operator must ensure that all safety-critical personnel are properly trained and qualified. The 450 application must include details about safety-critical tasks, training requirements, and processes for tracking personnel training.
Work Shift and Rest Requirements (14 C.F.R. § 450.151)
The operator must establish standards to ensure safety-critical personnel are well-rested and capable of performing their tasks. The applicant must submit rules demonstrating compliance with these standards as part of its 450 application.
Radio Frequency Management (14 C.F.R. § 450.153)
The operator must ensure that radio frequencies used during operations do not interfere with safety or safety-critical systems. The operator must also coordinate the use of frequencies with the appropriate authorities. Compliance must be demonstrated in the 450 application.
Readiness (14 C.F.R. § 450.155)
A readiness process must be in place to confirm that all systems and personnel are prepared for the licensed activities and to implement the mishap plan of 450.173 (explained below). The applicant must submit procedures and criteria for this readiness check as part of its 450 application.
Communications (14 C.F.R. § 450.157)
The operator must establish and record effective communication procedures and systems for evaluating, analyzing, and issuing critical launch and reentry decisions.
Pre-Flight Procedures (14 C.F.R. § 450.159)
The operator must have pre-flight procedures in place that ensure safe operation can commence, or return the operation to a safe state after a delay or an abort. These procedures must be kept current and all personnel are working the approved version of the pre-flight procedures.
Control of Hazard Areas (14 C.F.R. § 450.161)
The operator must control, survey, evacuate, and/or publicize all identified hazard areas through the analysis conducted in 450.133. Surveillance of these areas must be performed to verify and update any assumptions. If this responsibility is delegated/contracted to another entity, the operator must validate that proper warnings have been issued and notify the FAA if the warning hasn’t been issued so the FAA can analyze whether warnings to the public are necessary. The 450 application must include procedures and processes for managing these hazard areas, including against the Flight Commit Criteria of 450.165.
Lightning Hazard Mitigation (14 C.F.R. § 450.163)
The operator must either (1) have flight commit criteria in place to mitigate the risk of lightning strikes through a FAA-approved means of compliance or (2) use a vehicle designed to protect safety-critical systems from lightning strikes. Documentation of compliance must be submitted via the 450 application.
Flight Commit Criteria (14 C.F.R. § 450.165)
The operator must establish criteria for flight commitment that takes into account the safety criteria of 450.101, including surveillance of hazard areas, meteorological monitoring (including against lightning strike concerns of 450.163), confirmation of various systems’ readiness and hazard controls, implementation of any launch or reentry windows to avoid collision concerns of 450.169. These flight commit criteria must be included in the 450 application.
Tracking (14 C.F.R. § 450.167)
The operator must track and record the real-time position and velocity of its vehicle. The operator must also perform predictive analysis from the data generated (e.g. impact locations of all stages and components). The tracking system must be described in the applicant’s 450 application.
Collision Avoidance (14 C.F.R. § 450.169)
For launches or reentries where the maximum planned altitude is more than or equal to 150 km, the operator must conduct or obtain a collision avoidance analysis to determine its flight commit criteria. This analysis, including the relevant data listed in Appendix A of 450, must be completed and submitted according to FAA timelines. Furthermore, the operator must establish appropriate window closures to avoid collisions with other objects in space, specifically:
Against inhabitable objects: the operator’s activities must meet one of the following three criteria: (1) the probability of collision with these objects is less than 1x10-6, (2) maintain ellipsoidal separation distance of 200 km in-track and 50 km cross-track and radially from such objects, or (3) maintain a spherical separation distance of 200 km from such objects.
Against non-inhabitable non-debris objects: the operator’s activities must meet one of the following two criteria: (1) the probability of collision with these objects is less than 1x10-5, or (2) maintain a spherical separation distance of 25 km from such objects.
For all other known and U.S. Federally identified large objects with a radar cross section greater than 1 m2 and medium objects with radar cross section 0.1 m2 to 1 m2: the operator’s activities must meet one of the following two criteria: (1) the probability of collision with these objects is less than 1x10-5, or (2) maintain a spherical separation distance of 2.5 km from such objects.
Except for planned rendezvous operations, such collision avoidance requirement must be met during the following mission time:
For suborbital launch vehicle: during the entire segment of the flight when it’s above 150 km.
For orbital launch: during ascent from 150 km altitude to initial orbital insertion and for a minimum of 3 hours from liftoff.
For reentry: during descent from initial reentry burn to 150 km altitude.
For disposal: during descent from initial disposal burn to 150 km altitude.
Safety at End of Launch (14 C.F.R. § 450.171)
For all of the operator’s components that reach Earth’s orbit, the operator must prevent such components from collisions, generating debris, and ensure that any residual energy in any components that are left in orbit is depleted. Compliance with this section must be demonstrated in its 450 application.
Mishap Plan (14 C.F.R. § 450.173)
The operator must have a plan for reporting, responding to, and investigating mishaps. This plan must document roles and responsibilities. Upon a mishap, the operator must activate its emergency response plans. Furthermore, it must immediately notify the FAA if the mishap involves a fatality or serious injury or within 24 hours if it does not. The operator must also submit a preliminary report containing the information requested by this section within five days. The operator must also investigate the root cause of the mishap and communicate the result to the FAA. Unless exempted by the FAA, preventative measures to avoid recurrence must also be included and implemented by the operator’s next licensed activity. Its application must detail these plans and the mishap records must be maintained in accordance with the Record Requirements of 450.219 (explained below).
Test-Induced Damage (14 C.F.R. § 450.175)
If seeking a mishap exception for test-induced damage, the operator must coordinate and receive approval from the FAA for its planned activities. The test-induced damage must not result in serious injury, fatalities, damages to property not associated with its licensed activities, or cause hazardous debris to leave its pre-defined hazard area. Detailed information about the test must be submitted to the FAA as part of the 450 application and the operator need to ensure that the FAA has sufficient time to evaluate the proposal.
Unique Safety Requirements (14 C.F.R. § 450.177)
The operator must review its systems for any unique safety requirements and ensure compliance. The FAA may impose additional unique requirements as needed. The application must include processes for demonstrating compliance for these unique safety measures.
Ground Safety
General Requirements and Exemptions (14 C.F.R. § 450.179)
The operator must ensure that the public and property are protected from adverse effects at U.S. launch and reentry sites. The operator may seek exemptions from the following ground safety requirements (14 C.F.R. §§ 450.181 to 450.189) if (1) the site is a federal facility, (2) there is an agreement in place with the facility for the provision of safety operations, and (3) the FAA determines that the safety processes align with statutory authority granted to the Secretary of Transportation over commercial space activities.
Coordination with Site Operator (14 C.F.R. § 450.181)
The operator must coordinate with the Federal/FAA-licensed site operator to manage site control, coordinate flight activities, designate hazard areas, and establish effective responses to mishaps. For FAA-licensed sites, roles and responsibilities for mishaps must be clearly defined. The 450 application must include evidence of such coordination and compliance.
Explosive Site Plan (14 C.F.R. § 450.183)
For sites exclusively used by the operator, adherence to explosive siting plans and requirements of Part 420 is mandatory. The operator must submit an explosive site plan as part of its application.
Ground Hazard Analysis (14 C.F.R. § 450.185)
The operator must conduct and maintain a ground hazard analysis, which includes identifying potential system and operational hazards, assessing their likelihood and severity. The operator must ensure that the risk with each hazard is either extremely remote (for hazardous condition that may cause death or serious injury to the public) or remote (for hazardous condition that may cause major damage to property not associated with the licensed activities). The analysis must also outline risk mitigation strategies and validate their effectiveness. The 450 application should detail the methods used, list all systems and operations that could create hazards, and include the results of the analysis.
Toxic Hazards Mitigation for Ground Operations (14 C.F.R. § 450.187)
Except those using kerosene-based fuels (unless otherwise required by the FAA), the operator of launch or reentry vehicles using toxic propellants or chemicals must conduct a toxic release hazard analysis and manage the risk of public exposure through a containment strategy or a risk assessment strategy that meets specific safety criteria. The analysis should account for both normal and worst-case scenarios, evaluating the potential for toxic releases based on chemical compositions, quantities, and operational factors. The operator must establish ground hazard controls, including evacuation plans or meteorological constraints, to protect the public. The 450 application must include detailed information on the toxic substances, modeling methods, risk assessments, evacuation plans, probabilities of failure, and mitigation measures, demonstrating how the operator will manage and minimize toxic hazards during ground operations.
Ground Safety Prescribed Hazard Controls (14 C.F.R. § 450.189)
The operator must implement prescribed hazard controls to ensure ground safety during launch and reentry operations. This includes documenting a process for protecting the public on-site, such as identifying and tracking individuals and safeguarding them from hazards identified in ground and toxic hazard analyses. After a countdown abort or recycle, the operator must maintain procedures to control hazards and return the site and vehicle to a safe state, ensuring the vehicle remains secure until all risks are mitigated. Fire suppression measures and general emergency procedures for unforeseen hazards must also be in place. The 450 application must include detailed processes for protecting the public on-site as part of the operator's overall safety plan.
Terms and Conditions for a 450 License
Under Subpart D, a 450 licensee is bound by several key responsibilities and conditions to maintain its license.
Responsibility for Public Safety and Safety of Property (14 C.F.R. § 450.201)
The licensee is responsible for ensuring the safety of the public and the protection of property during all licensed activities.
Compliance (14 C.F.R. § 450.203)
A licensee must conduct its operations in strict accordance with the terms of the license and the representations it made during the application process. Failure to comply with these terms can result in the revocation of the license.
Financial Responsibility Requirements (14 C.F.R. § 450.205)
A licensee is required to comply with specific financial responsibility requirement in the license.
Human Spaceflight Requirements (14 C.F.R. § 450.207)
If the licensed activity involves human spaceflight, the licensee must comply with the requirements set forth in Part 460.
Compliance Monitoring (14 C.F.R. § 450.209)
The licensee must facilitate FAA monitoring by providing a console for FAA’s use, enabling communication with the mission director, and allowing the FAA to monitor all activities associated with the licensed operation.
Continuing Accuracy of License Application; Application for Modification of License (14 C.F.R. § 450.211)
A licensee must ensure that all representations it made in its application remain accurate throughout the license term. If the licensee plans to conduct a launch or reentry in a way not authorized by its 450 license, or if any of its material representation affecting public or property safety becomes inaccurate, it must apply for a license modification. These modifications include any changes to payload class, vehicle type, hazardous materials, flight trajectory, sites, or any safety-critical systems or procedures. License modification requests must follow Part 413 (unless the FAA approves an alternate method), and the FAA will issue written approval or an amended license if the licensee’s modification is approved.
Pre-flight Reporting (14 C.F.R. § 450.213)
A licensee must send all required pre-flight information to the FAA as an email attachment or by another FAA-approved method, this includes:
Mission Information: At least 60 days before each mission, unless a different timeframe is agreed upon, a licensee must submit mission-specific details, including payload information and planned mission data such as vehicle type, launch site, flight path, staging and impact locations, payload delivery points, and reentry or landing sites.
Flight Abort and Safety Analysis: Unless previously provided in the license application or determined unnecessary for the specific mission, updated flight abort and safety analysis products must be submitted 30 days before the the flight. These products must consider vehicle-specific and mission-specific data. No changes are allowed within the final 30 days before flight unless approved by the FAA.
Flight Safety System Test Data: A licensee using a flight safety system must submit test reports at least 30 days before flight. These reports must summarize the test results, include failures and corrective actions, and compare the qualification and acceptance test levels to predicted flight levels.
Collision Avoidance Analysis: A licensee must submit collision avoidance information to the FAA and a designated Federal entity by following the guidelines of Appendix A to Part 450.
Launch or Reentry Schedule: A licensee must provide and update the launch or reentry schedule and allow sufficient time for FAA’s participation in any reviews, rehearsals, and/or safety-critical operations.
Post-flight Reporting (14 C.F.R. § 450.215)
Unless a different timeframe is approved, a licensee must submit its post-flight information to the FAA within 90 days after a launch or reentry. The required information should be sent as an email attachment to the FAA or through another FAA-approved method. The post-flight report must include: (1) details of any anomalies encountered during the countdown or the flight that could impact public safety or property, (2) any corrective actions taken or planned as a result of these anomalies or mishaps, (3) the number of humans on board the vehicle, (4) the vehicle's actual flown trajectory (if requested), and (5) for unguided suborbital vehicles, the actual impact locations of all stages and components (if requested).
Registration of Space Objects (14 C.F.R. § 450.217)
To help the U.S. government to fulfill its Registration Convention obligations, a licensee must report details of all space objects launched under its license (but excluding U.S. government-owned objects) to the FAA within 30 days of such launch. The applicant must provide information related to the object's international designator, launch details, function, orbital parameters, and ownership. The licensee must also notify the FAA if it later remove the object from Outer Space.
Records (14 C.F.R. § 450.219)
A licensee must retain all records, data, and materials necessary to verify compliance with its license, as well as with the requirements of subparts C and D, for a duration of three years. In the event of a mishap, records related to such accident must be preserved until all federal investigation are complete and the FAA confirms they can be released. These records must be available for inspection and copying by federal officials.
References
Part 450 of Title 14 of the Code of Federal Regulations: https://www.ecfr.gov/on/2024-08-01/title-14/chapter-III/subchapter-C/part-450
