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Office of Commercial Space Transportation
The Office of Commercial Space Transportation (generally referred to as FAA/AST or simply AST) is the branch of the United States Federal Aviation Administration (FAA) that approves any commercial rocket launch operations — that is, any launches that are not classified as model, amateur, or "by and for the government" — in the case of a U.S. launch operator and/or a launch from the U.S.
With the signing of Executive Order 12465 on February 25, 1984, President Reagan designated the Department of Transportation to be the lead agency for commercial expendable launch vehicles. This selection occurred following an interagency competition between the Departments of Commerce and Transportation to be the lead agency. At the time, Congress and the industry supported the Department of Commerce for the lead role, and draft legislation named the Department of Commerce as the agency responsible for the new industry. However, it was the Administration's call, and, moreover, the Administration contended that no legislation was necessary. However, the Department of Transportation was selected for this role only after agreeing that it would not place the lead agency role in the Federal Aviation Administration due to concerns about FAA's "heavy-handed" regulation. Secretary of Transportation Elizabeth Dole selected Jennifer Dorn to oversee the new responsibility. The Office of Commercial Space Transportation (OCST) was established in late 1984, and placed in the Office of the Secretary.
At the time the Executive Order was signed, the government's means for controlling commercial launches was through a unique application of the International Traffic in Arms Regulations (ITAR). The use of ITAR was in response to a 1982 proposed private rocket launch by Space Services, Inc. Specifically, SSI's launch had been declared by the US government to be an "export" into space, thereby requiring an "export license" from the Department of State's Office of Munitions Control. The Administration continued to oppose legislation, however, the Department Of Transportation negotiated an arrangement whereby the Department of State would agree to delegate to DOT the authority to use the ITAR "export license" insofar as it related to licensing commercial space launches. The DOS letter agreeing to this transfer also stated that the Department of State felt uncomfortable with the use of the "export license" as a means to control commercial launches, and that it believed that a legal authority specifically designed for commercial space launches was preferable. This letter from the State Department to the Secretary of Transportation persuaded the Reagan administration to change its position regarding the need for legislation, and paved the way for passage of the Commercial Space Launch Act of 1984.
The first 10 years of OCST were marked by major challenges—and most of these challenges fell into either the policy or regulatory arena. Accordingly, the Office of Commercial Space Transportation was divided into two major functions, policy formulation and shuttle pricing strategy, headed by Donald Trilling, and regulatory oversight, headed by Norman Bowles. The new industry was immediately confronting problems. Starstruck was stuck in the Department of State's export licensing process. Commercial launch firms were being undercut by NASA's shuttle pricing policy. Launch companies discovered that insurance rates that NASA and the US Air Force were setting were impossible to meet. Then launch companies confronted problems with trying to use the government launch facilities. Over the course of several years, these issues emerged and were quickly resolved. OCST established its reputation within the space community that it could create the hospitable path the industry needed to grow and flourish.
Interim regulations implementing the Commercial Space Launch Act were issued within a year of the Act's passage and final regulations were issued a year later. The licensing framework created at that time was modular and designed to handle any type of space vehicle or spacecraft. At the time it was designed based on the most modern regulatory principles. The regulatory approach was based on the assumption that the era of traditional expendable launch vehicles would be brief and that before long, new, different designs would emerge; this was not a view held by the traditional space community. This turned out to be true, more than OCST had envisioned. The first Office of Commercial Space Transportation regulatory action was a precedent setting payload approval of "cremains", which consisted of human cremated remains enclosed in lipstick style capsules. Within the first 8 years, 30 licensed launches would occur (31 if one includes Starstruck) and an innovative aircraft launched vehicle would be licensed and a re-entry vehicle approval action would be well underway. A review of Hawaii's Palima Point as a prospective spaceport location had been completed (although political factors had caused the state to drop its proposal) and two other states had approached OCST with prospective proposals. The concept that the license process had to look forward to new concepts had been validated.
Between 1984 and 1992 the OCST regulatory program had taken an aggressive approach to building a program that anticipated future issues and had taken actions to reduce or eliminate future stumbling blocks. From the very beginning it prepared environmental impact statements or assessments that permitted the categorical exclusion of commercial space launches. Before the first re-entry vehicle it had completed an environmental study of re-entry vehicle operation. OCST's Launch Hazard Analysis report issued in 1988 had even studied the risks of reentering vehicle components to the public safety, paving the way for subsequent reentry vehicle proposals. Proactively, it approached the National Transportation Safety Board to ensure NTSBs investigators would be prepared in advance of an incident or accident.
As part of an effort to ensure OCST maintained a light regulatory touch, in 1991 OCST Director Stephanie Lee-Myers and associate director for Licensing and Safety, Norman Bowles met with Burt Rutan, pre-eminent air plane designer to get his views on how to avoid over-regulating the commercial launch industry. Burt Rutan informed Lee-Myers and Bowles that he knew nothing about space, and was not entertaining any thoughts of going into the space launch business. Less than 10 years later, his vehicle SpaceShipOne would win the Ansari XPrize as the first privately crewed vehicle to fly into outer space.
In 1984, OCST had made its motto, "Blue skies; not red tape." By 1992, OCST had completed two studies that were beginning to explore the concept of industry self-regulation. Previous studies had demonstrated that the public safety risks from commercial space launches were exceptionally low.
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Office of Commercial Space Transportation
The Office of Commercial Space Transportation (generally referred to as FAA/AST or simply AST) is the branch of the United States Federal Aviation Administration (FAA) that approves any commercial rocket launch operations — that is, any launches that are not classified as model, amateur, or "by and for the government" — in the case of a U.S. launch operator and/or a launch from the U.S.
With the signing of Executive Order 12465 on February 25, 1984, President Reagan designated the Department of Transportation to be the lead agency for commercial expendable launch vehicles. This selection occurred following an interagency competition between the Departments of Commerce and Transportation to be the lead agency. At the time, Congress and the industry supported the Department of Commerce for the lead role, and draft legislation named the Department of Commerce as the agency responsible for the new industry. However, it was the Administration's call, and, moreover, the Administration contended that no legislation was necessary. However, the Department of Transportation was selected for this role only after agreeing that it would not place the lead agency role in the Federal Aviation Administration due to concerns about FAA's "heavy-handed" regulation. Secretary of Transportation Elizabeth Dole selected Jennifer Dorn to oversee the new responsibility. The Office of Commercial Space Transportation (OCST) was established in late 1984, and placed in the Office of the Secretary.
At the time the Executive Order was signed, the government's means for controlling commercial launches was through a unique application of the International Traffic in Arms Regulations (ITAR). The use of ITAR was in response to a 1982 proposed private rocket launch by Space Services, Inc. Specifically, SSI's launch had been declared by the US government to be an "export" into space, thereby requiring an "export license" from the Department of State's Office of Munitions Control. The Administration continued to oppose legislation, however, the Department Of Transportation negotiated an arrangement whereby the Department of State would agree to delegate to DOT the authority to use the ITAR "export license" insofar as it related to licensing commercial space launches. The DOS letter agreeing to this transfer also stated that the Department of State felt uncomfortable with the use of the "export license" as a means to control commercial launches, and that it believed that a legal authority specifically designed for commercial space launches was preferable. This letter from the State Department to the Secretary of Transportation persuaded the Reagan administration to change its position regarding the need for legislation, and paved the way for passage of the Commercial Space Launch Act of 1984.
The first 10 years of OCST were marked by major challenges—and most of these challenges fell into either the policy or regulatory arena. Accordingly, the Office of Commercial Space Transportation was divided into two major functions, policy formulation and shuttle pricing strategy, headed by Donald Trilling, and regulatory oversight, headed by Norman Bowles. The new industry was immediately confronting problems. Starstruck was stuck in the Department of State's export licensing process. Commercial launch firms were being undercut by NASA's shuttle pricing policy. Launch companies discovered that insurance rates that NASA and the US Air Force were setting were impossible to meet. Then launch companies confronted problems with trying to use the government launch facilities. Over the course of several years, these issues emerged and were quickly resolved. OCST established its reputation within the space community that it could create the hospitable path the industry needed to grow and flourish.
Interim regulations implementing the Commercial Space Launch Act were issued within a year of the Act's passage and final regulations were issued a year later. The licensing framework created at that time was modular and designed to handle any type of space vehicle or spacecraft. At the time it was designed based on the most modern regulatory principles. The regulatory approach was based on the assumption that the era of traditional expendable launch vehicles would be brief and that before long, new, different designs would emerge; this was not a view held by the traditional space community. This turned out to be true, more than OCST had envisioned. The first Office of Commercial Space Transportation regulatory action was a precedent setting payload approval of "cremains", which consisted of human cremated remains enclosed in lipstick style capsules. Within the first 8 years, 30 licensed launches would occur (31 if one includes Starstruck) and an innovative aircraft launched vehicle would be licensed and a re-entry vehicle approval action would be well underway. A review of Hawaii's Palima Point as a prospective spaceport location had been completed (although political factors had caused the state to drop its proposal) and two other states had approached OCST with prospective proposals. The concept that the license process had to look forward to new concepts had been validated.
Between 1984 and 1992 the OCST regulatory program had taken an aggressive approach to building a program that anticipated future issues and had taken actions to reduce or eliminate future stumbling blocks. From the very beginning it prepared environmental impact statements or assessments that permitted the categorical exclusion of commercial space launches. Before the first re-entry vehicle it had completed an environmental study of re-entry vehicle operation. OCST's Launch Hazard Analysis report issued in 1988 had even studied the risks of reentering vehicle components to the public safety, paving the way for subsequent reentry vehicle proposals. Proactively, it approached the National Transportation Safety Board to ensure NTSBs investigators would be prepared in advance of an incident or accident.
As part of an effort to ensure OCST maintained a light regulatory touch, in 1991 OCST Director Stephanie Lee-Myers and associate director for Licensing and Safety, Norman Bowles met with Burt Rutan, pre-eminent air plane designer to get his views on how to avoid over-regulating the commercial launch industry. Burt Rutan informed Lee-Myers and Bowles that he knew nothing about space, and was not entertaining any thoughts of going into the space launch business. Less than 10 years later, his vehicle SpaceShipOne would win the Ansari XPrize as the first privately crewed vehicle to fly into outer space.
In 1984, OCST had made its motto, "Blue skies; not red tape." By 1992, OCST had completed two studies that were beginning to explore the concept of industry self-regulation. Previous studies had demonstrated that the public safety risks from commercial space launches were exceptionally low.