NSPM-MA0002 New Shepard Payload Users Guide RevF
NSPM-MA0002 New Shepard Payload Users Guide RevF
NSPM-MA0002 New Shepard Payload Users Guide RevF
BLUE ORIGIN, NEW SHEPARD, NEW GLENN, GRADATIM FEROCITER, the FEATHER LOGO, and any other
Blue Origin graphics, logos, and service names are trademarks, service marks or trade dress of Blue
Origin and may not be used in any manner without Blue Origin’s prior written consent, or in any manner
that disparages or discredits Blue Origin, or in any manner that is likely to cause confusion among
customers or potential customers. All other trademarks not owned by Blue Origin that appear in this
document are the property of their respective owners, who may or may not be affiliated with, connected
to, or sponsored by Blue Origin.
SAFETY .................................................................................. 74
6.1 General Payload Safety Requirements .................................................................... 74
Explosives Safety................................................................................................................. 74
Electrical Safety .................................................................................................................. 74
Flammability ........................................................................................................................ 75
Pressurized Systems ........................................................................................................... 75
Hazardous and Liquid Material Containment........................................................................ 75
Biological Payloads .............................................................................................................. 76
Lasers .................................................................................................................................. 76
6.2 Fault Tolerance ........................................................................................................ 77
Safety-Critical Fault Tolerance ............................................................................................ 77
Mission-Critical Fault Tolerance .......................................................................................... 77
This guide is intended to provide a technical entry point for preparing your
payload for flight on Blue Origin’s New Shepard system. Whether you are looking
to break new scientific ground, demonstrate space technologies, engage
students, or simply be part of the opening of the space frontier, our simple
interface and dedicated technical team can help you get ready for launch.
This Payload User’s Guide (or “PUG”, as it’s affectionately known) is focused on
Blue Origin’s standard Payload Locker offerings. If you are designing a smaller
payload, a larger custom payload, or an exposed payload mounted in the vehicle’s
interstage, please contact [email protected] to ensure you have the
right documentation for your needs.
At the end of the day, the PUG is intended as a guide for the design and
integrating of your future payloads with Blue Origin’s New Shepard system. We
are continuing to develop this capability over time, and information in this
document is subject to change without prior notice. Revisions will be
broadcasted to payload teams as they are released. The terms ‘customer,’
‘payload customer,’ and ‘payload developer’ are used interchangeably to refer to
the contracting customer and its payload team. The contracting customer is
ultimately responsible for all payload requirements in the PUG.
BE-3 Engine
Figure 2-1
Integrated New Shepard Vehicle (Crew Capsule and Propulsion Module)
New Shepard consists of a Propulsion Module (PM) and a separable Crew Capsule
(CC) which houses the astronaut crew and/or payloads.
Figure 2-1 shows the New Shepard vehicle with the CC mated to the PM. The
stacked vehicle is approximately 60 feet (18 meters) in height and 10 to 12 feet (3
to 3.6 meters) in diameter, not including its fins. It is powered by a single 110,000-
lbf (489,304 Newton) thrust BE-3 liquid rocket engine. The New Shepard mission
The CC is equipped with a solid rocket motor that can propel it safely away from
the PM if an anomaly is detected prior to separation. After this escape maneuver,
the CC executes an independent parachute landing.
Figure 2-2
New Shepard Crew Capsule Configured with Payload Stacks
Blue Origin’s West Texas Launch Site, where all New Shepard launch operations
will initially be performed, is located in Culberson County, Texas. The site is
approximately 25 miles (40 kilometers) north of the town of Van Horn, Texas
along state Highway 54 (see Figure 2-3). Travelers normally fly into El Paso,
Texas, and stay overnight in Van Horn. The drive from El Paso International
Airport (ELP) to Van Horn is approximately 2 hours (120 miles / 193 km). The drive
from Van Horn to the launch site entrance is approximately 30 minutes. The drive
from the launch site entrance to the Payloads Processing Facility (PPF) is
approximately 15 minutes. Blue Origin can provide more specific travel directions
and suggestions for accommodations in Van Horn as preparations for a test or
launch operation approach. All customer visits must be pre-coordinated with the
customer’s Payload Integration Manager.
Figure 2-3
Launch Site Location
Blue Origin’s launch site covers approximately 18,600 acres (7,527 hectares) of
remote desert encircled by a perimeter fence. Figure 2-4 shows a diagram of the
site, which is accessed via a security gate that is positioned along Highway 54.
PPF
Figure 2-4
West Texas Launch Site Facility Locations
The Vehicle Processing Facility (VPF) contains a high bay where New Shepard
vehicles are maintained and stored between flights. In the immediate vicinity of
the VPF is the Administrative Support Center (ASC), which houses the Operations
Control Center (OCC), from which the New Shepard launch operation is
controlled. On the day of launch, the New Shepard vehicle is rolled out
horizontally from the VPF, travels 1.8 miles (2.9 km) to the Launch Pad, and is
erected vertically on the launch stand and fueled for flight.
The PM is designed to land on the North Landing Pad, located 2 miles (3.2 km)
north of the Launch Pad. The CC is designed to land separately in the CC Primary
Landing Area. Both vehicles are returned to the VPF after the mission. If earlier
access is required for sample retrieval, special arrangements can be made for
access shortly after CC landing in the recovery zone (for more details, see
Section 0).
Shipping
FedEx and UPS both ship directly to the Blue Origin launch site on weekdays. We
recommend that international shipments use a Blue Origin-preferred freight
forwarder / broker to help ensure smooth passage through customs. All
shipments should be coordinated with the Payload Integration Manager assigned
by Blue Origin. Hazardous materials will require SDS (Safety Data Sheets) and
additional advance coordination. Customers are responsible for all shipping
costs.
The actual flight plan and flight profile are expected to deviate slightly from the
representative trajectory shown in the table. If there are off-nominal events
during the flight, trajectory parameters may deviate substantially from the
values in the table below.
Mission
Elapsed Vertical Sensed
Altitude
ID EVENT Time Velocity Acceleration
(MET) (ft ASL) (ft/second) (g)
(seconds)
Sensed Acceleration
H 332 235,600 -2,680 0.01
> 0.01 g
Sensed Acceleration
J 364 132,900 -3,490 1.00
> 1.0 g
Initiate Terminal
N 622 3,660 -23 3.78
Decelerator
Figure 2-5 shows the CC sensed acceleration vs. time for this reference
trajectory. These sensed accelerations result from aerodynamic drag, engine
thrust, CC separation, and parachute loads. RCS firing accelerations are not
shown. The profile extends to just before activation of the retro-thrust system
and touchdown. The profile includes all events for this reference trajectory
during boost under the PM, separation of the CC, the microgravity coast phase,
re-entry, and parachute deployment events. Figure 2-6 shows altitude above sea
level vs. time for this reference trajectory.
If for some reason the experiment is not delivered on time or is otherwise not
functional or compliant with documentation at the required time of installation,
it may be considered for flight on a future launch with additional costs borne by
the customer.
Payload Lockers
Payload Lockers provide the structural and electrical interface between New
Shepard and each payload. A Payload Locker is a box with multiple threaded
mounting points for payload hardware, a large front door, a removable top cover,
and an optional Integrated Payload Controller (IPC). Payloads requiring electrical
services such as power, data logging, or vehicle telemetry via Ethernet, are
considered active payloads and include an IPC mounted to the side wall of the
locker. Payloads not requiring these services instead utilize a close-out panel on
the side of the locker. Payloads with their own electronics and not utilizing an IPC
are considered Active (Self-Contained). Payloads with no electronics, power
sources, or IPC are considered Passive.
Figure 3-1
View of Single and Double Left-Sided Payload Lockers
Payload Lockers come in two sizes: a Single Payload Locker and a Double
Payload Locker. Both options are shown in Figure 3-1. Each locker size also has
a right and left-sided variant, based on the locker’s installation location within
the CC. The left-sided Payload Locker has an IPC mounted on its left side, and
the right-sided Payload Locker has an IPC mounted on its right side. Payload
Lockers without IPCs can be mounted on either the left or right side of a payload
stack.
The IPC provides power, command and control, communication, data acquisition
and storage, and vehicle telemetry interfaces to each active payload. A detailed
description of the electrical interfaces available is provided in Section 3.3.3.
Experiments can utilize any combination of interfaces provided by the IPC. Each
active payload has a dedicated battery onboard the CC, which provides power to
the IPC and the payload.
Blue Origin will deliver the Payload Locker and IPC to the payload customer
approximately three months prior to flight. This will enable the payload to be fully
integrated and extensively tested at the payload developer’s lab before delivery
to the launch site, maximizing chances of payload mission success. In addition
to hardware, Blue Origin provides the Payload Kit, which is a software package
that enables benchtop testing and development of payloads. The Payload Kit
Software is described in greater detail in Section 3.3.5.1. A development harness
will be sent with the IPC for the payload developer to connect to a power supply
(Banana Plugs) and an Ethernet interface (RJ-45), enabling the payload developer
to edit IPC configuration files, run mission simulations, and download mission
logs. An IPC Quick Start Guide will be provided to assist with the setup and use of
the IPC and the Payload Kit Software.
Payload Stacks
Payload lockers are installed in the CC in Payload Stacks. Each Payload Stack can
accommodate up to three right-sided single lockers and three left-sided single
lockers. Double Payload Lockers occupy two single locker spots within a stack.
The bottom of each Payload Stack consists of a Payload Support Enclosure (PSE)
shown as a blue box in Figure 3-2.
Figure 3-2
Payload Stack with six single lockers
Figure 3-3
Top-Down View of Payload Stack Layout Within CC
Figure 3-4 shows a single left-sided locker with an IPC. All Payload Locker sides
are constructed from sandwich panels composed of aluminum sheet and
aluminum honeycomb core. The bottom panel of single payload lockers are also
aluminum sandwich panels. To accommodate heavier payloads, the bottom
panel of a double payload locker is constructed of solid aluminum plate. The top
lid is aluminum sheet metal with 1/4-turn fasteners around the perimeter to
provide quick and secured access to payload hardware.
WARNING: The payload lockers are designed to be user friendly and do not
require the use of specialized tooling. Power tools are not allowed for use when
working on the payload locker hardware.
Each payload locker also features a large front door that is secured with quarter-
turn wing-nut fasteners. No mounting points are located on the door or the top
lid of the locker. Drawings for locker configuration can be supplied as needed.
Spare front doors and rear panels are available at cost for customers requiring
permanent modification (e.g. to support a fan).
The volume and internal dimensions of single and double payload lockers are
shown in Table 3-1. Internal harnesses are not included in the above volumes and
should be taken in to account. Internal harnesses can be readily mated and de-
mated for payload hardware installation. They feature 90° backshell strain reliefs
which can be clocked in any direction to support optimal wire routing. Internal
harness details are provided in Section 3.3.6. Figure 3-5 shows the volume
requirements for internal harness backshell connectors for all lockers with IPCs.
Note that this envelope covers all possible 90-degree harness backshell
orientations. Internal harness pigtail wires are not included in this volume and
should be taken in to account.
Figure 3-5
Double and Single Payload Locker IPC and Internal Harness Backshell Volume
Envelope
A minimum spacing of 0.5 inch (1.27 cm) is required between mounted payload
hardware and the interior surfaces of the locker unless that hardware is mounted
directly to that surface. For example, a payload component mounted to the
bottom of the locker must be 0.5 inch from all sides and the top of the locker.
This dynamic clearance includes spacing between the payload hardware and IPC
connectors as well. Ensure to verify clearance to the IPC harness connectors
prior to final integration. This allows for dynamic movement of the payload
relative to the Locker during flight to avoid structural damage and induced load
into the locker.
If the experiment is intended to be lowered down through the top opening of the
Locker, then it should fit within the opening of 14.64 inches (37.19 cm) by 18.43
inches (46.81 cm). Note that internal harnesses need to be temporarily de-mated
to provide the full loading dimensions. The front door of a Single Payload Locker
has an access opening of at least 12.0 inches (30.48 cm) by 7.0 inches (17.78 cm).
It is required that payloads be fit checked in the payload locker with the IPC
installed prior to arriving at the launch site.
Figure 3-6
Top-Down Opening of Single Payload Locker without internal harnesses present
The mass of a payload must not exceed 25.0 pounds (approximately 11.3
kilograms) for a single locker. This limit does not include the mass of the Locker
or IPC, however, it does include the mass of the internal harnesses. For
reference, the mass of the single locker is 12.8 +/- 0.5 Pounds (approximately 5.8
kilograms) and the mass of the single locker with an IPC installed is 14 +/- 0.5
pounds (approximately 6.4 kilograms).
The center of mass of the payload must meet the requirements defined below.
The requirements apply to the entire payload and internal harnessing between
the payload and IPC, but not the locker or IPC. The center of mass must be
verified via measurement or calculation and included in the Payload Data
Package.
Longitudinal
Lateral
Vertical
Figure 3-7
Allowed Payload Center of Mass Offset for Single Payload Locker
The center of mass of the payload must meet the requirements defined below.
The requirements apply to the entire payload and internal harnessing between
the payload and IPC, but not the locker or IPC. The center of mass must be
verified via measurement or calculation and included in the Payload Data
Package.
Longitudinal
Vertical
Lateral
Figure 3-8
Allowed Payload Center of Mass Offset for Single Payload Locker
Payload lockers do not provide any means of cooling beyond passive heat
dissipation. It is the responsibility of the payload customer to ensure that the
internal locker temperature does not exceed the operating limits of the payload
hardware given the expected Crew Capsule temperature outlined in Section 4.3.
Payload utilizing heating elements will required approval from Blue Origin prior
to flight. Spare panels may be purchased for customers wishing to integrate a
fan or radiator for improved heat transfer. Payloads with thermal outputs greater
than 200 W-Hr or 100W max should work with Blue Origin to ensure the operating
temperatures of the IPC is not exceeded.
Labeling
Blue Origin reserves a section of the payload locker door to allow for payload
customers to affix their own custom payload labels/logos. This area is the only
location labeling is allowed. Labels should be affixed with non-permanent
adhesive only and must be approved prior to being added to the locker. Blue
Origin reserves the right to remove customer labels if it is deemed necessary.
Figure 3-9
Customer labeling locations on payload locker doors
For experiments that fly with liquid, stored gas, or hazardous materials, it will be
the responsibility of the payload developer to provide a Blue Origin-approved
containment system. The exact provisions will depend on the type and quantity
of hazardous material, liquid, or gas in the experiment. At a minimum, Blue Origin
requires secondary containment, e.g., a fully enclosed test vessel surrounded by
a secondary enclosure with pass-throughs for avionics harnessing. Hazardous
materials will require tertiary containment unless deemed otherwise by Blue
Origin. The Payload Locker does not serve as a level of containment. Placement
of absorbent material within the secondary containment to further control
spilled liquid may be required by Blue Origin for some experiments. Compatibility
with Payload Locker materials should also be evaluated. It is required that the
levels of containment be verified through test or demonstration before shipment
to Texas. Blue Origin does not allow hazardous effluents being vented into the
Cabin, and may require filtering be installed for payloads venting any gasses.
Custom Payloads
Customers wishing to fly their own payload enclosure may work with Blue Origin
to qualify custom hardware for flight. Such a payload can replace up to six
standard lockers on one payload stack, and will typically be mounted to the top
of the Payload Support Enclosure. Up to four data and power cables may be used
to connect the custom payload. The size, mass, and center of gravity of the
custom payload are limited by the values in Table 3-2. The custom payload
components must also be capable of being carried into the CC through the hatch
opening, which is 24.0 inches wide by 39.0 inches tall (609 mm high by 990 mm
tall).
Table 3-2
Custom Payload Limitations
The IPC is a compact data acquisition and computing unit mounted on the side
wall of a payload locker and provides power, command and control,
communication, and data interfaces to each active payload. The IPC is pictured
in Figure 3-10. Payloads can utilize any combination of interfaces provided by the
IPC. Blue Origin will provide the necessary parts to enable the payload customer
to build the internal harness that connects the IPC to the payload. Details on the
internal harnesses can be found in Appendix B: IPC Connector Pin-Outs.
Figure 3-10
Integrated Payload Controller
The IPC housing is comprised of two machined aluminum halves that are bolted
together and mounted to the side of a payload locker. Approximate dimensions
for the IPC are shown in Figure 3-5. Inside the locker, the IPC features four
circular connectors (MIL-DTL-38999) for internal harnesses as well as a .1900-
32-UNJF threaded hole with locking threads for the chassis return path to the
payload. Figure 3-11 shows the layout of the circular connectors. Note that the
IPC used on left and right-sided lockers is the same unit, so the circular
connector layout may be rotated 180° with respect to the bottom of the locker.
1
Dimensions referenced are total volume usable by payload excluding payload
enclosure. Total dimensions including enclosure allocation can be provided upon
request.
A harness kit will be included with the IPC to facilitate electrical connections to
the IPC inside the Locker. The internal harness kit will include the parts needed
to build a pigtail harness with circular connectors on one end for connection to
the IPC and loose wires at the other end for interfacing with the payload.
The IPC will typically be powered and booted up during terminal count,
approximately 5 minutes before launch. After a nominal mission of around 11
minutes, electrical services are typically maintained until vehicle safing,
approximately 5 minutes after landing. As a special service, electrical services
availability can be extended (before or after the nominal timeframe). Payload
developers needing additional time should discuss options with Blue Origin.
2
A static IP address will be assigned by Blue Origin if this service is utilized. Ethernet
provides vehicle telemetry and experimental data logging only. Communication with
payloads or downlinking data thought Ethernet is not possible at this time.
Table 3-4 describes electrical power provisions available to an active payload via
an IPC. The IPC provides four bus voltage (18-36 V, 27 V nominal) switchable
power channels, each current-limited to 2.0 A max by active overcurrent
protection circuitry. The PSE houses a dedicated battery for each active
payload, which provides up to 85 Watt-hours (W-hr) as a standard service.
Additional power is available as a special service.
Table 3-4
IPC Power Services
The IPC does not regulate the power supply, so power regulation should be done
on the experiment side. Voltage is expected to vary within the range described
in Table 3-4, dependent on the state of battery charge. The current limit (2.0
amps max) set by the IPC is independent of voltage level, so it is important that
payloads can operate at the min power channel voltage (18V) without tripping the
overcurrent protection. Payload customers are advised to test their payload at
the lowest possible voltage (18V) to ensure overcurrent protection is not tripped
prior to flight. The IPC will automatically attempt to restart power if the customer
sets the current protection setting to auto. Payloads should incorporate
additional current limiting techniques, such as fuses or current steering diodes
to protect against transient electrical events. Use of Blue Origin-provided power
services is recommended over customer-provided batteries, regardless of
capacity or chemistry. Customers requiring onboard batteries should carefully
review the Battery Policy in Appendix C: New Shepard Payloads Battery Policy.
A total of four fully differential analog inputs are provided for analog signal data
acquisition. The internal analog-to-digital converter (ADC) is a 12-bit successive
approximation (SAR) ADC. Table 3-5 describes the analog input circuitry’s
capability and operational limits.
Table 3-5
Analog Input Capability and Operational Limits
Resolution Bits 16
Samples Per
Sampling rate (per channel) 100
Second (SPS)
Table 3-6 describes the IPC’s four high-precision general purpose single-ended
analog output channels. Each channel can swing from +/- 10 V and source 10 mA;
the internal digital-to-analog converter (DAC) features 12 bits of resolution and
50 ppm/°C (max) temperature coefficient for high accuracy signal generation.
Table 3-6
Analog Output Capability and Operational Limits
Resolution Bits 12
Least Significant
Relative accuracy ± 0.3 ±1
Bits (LSB)
Samples Per
Update rate (per channel) 100
Second (SPS)
The IPC features 16 bidirectional digital signal pins, each of which can be
independently configured as an input (to the IPC) or an output (from the IPC).
Table 3-7 describes typical operation ranges for these signal pins in both output
and input configurations. If a bidirectional pin is configured as an input, the
minimum hold time of a sampled signal must be greater than 11 ms.
Table 3-7
Digital Input/Output Operation Ranges
The IPC provides four independently controllable Pulse Width Modulation (PWM)
channels – these output signals are intended for use in applications such as LED,
servo, and linear actuator drivers. Table 3-8 describes the output characteristics
of available PWM channels.
Table 3-8
Pulse Width Modulation Output
The IPC is capable of logging data from up to eight RTDs provided by the payload
developer. The IPC is compatible with any standard 3-wire PT100 RTD. One
recommended choice is Omega’s RTD-2-1PT100K2515-36-B, though any RTD
that meets the specification is acceptable. Table 3-9 describes the operational
characteristics of these channels.
Table 3-9
Resistance Temperature Detector Inputs
Table 3-10 shows the connector size and contact arrangement for each IPC
internal connector. The connectors found on the IPC are given in Table 3-10.
The Payload Harness Kit will include the appropriate mating connectors.
Table 3-10
IPC Connectors
Shell Insert
Designator Specification Gender Mating Connector
Size Arrangement
C1 15 (D) 15-18 D38999/26FD18PN
C2 MIL-DTL- 15 (D) 15-35 D38999/26FD35PN
D38999 Series Sockets
C3 III 17 (E) 17-35 D38999/26FE35PN
C4 9 (A) 9-35 D38999/26FA35PN
Blue Origin requires the payload developer to follow standard chassis grounding
practices by electrically bonding all payload structures to the chassis return path
on the IPC. This requirement is independent of the IPC electrical services and
should not be associated with the negative ‘ground’ pins on the IPC circular
connectors. The recommended method is to connect a low inductance and low
impedance grounding strap from a conductive customer payload baseplate to
the chassis return path on the IPC located as shown in Figure 3-12. Note that the
payload locker frame does not provide a sufficient electrical path and cannot be
used as the chassis return path.
All electrical bounding paths between the IPC chassis return and conductive
enclosures, including the baseplate, must be 10 milliohms or less. The IPC uses
a #10 fastener with a .1900-32-UNJF threaded hole with locking threads for the
chassis return path to the payload.
Chassis Ground
Figure 3-12
IPC chassis ground location. Note: This orientation corresponds with a left-sided locker.
Payload customers not utilizing an IPC will still be required to meet the chassis
return requirement. In the event a payload customer is using internal batteries,
a payload locker side plate will be replaced with a specialized grounding plate as
seen in Figure 3-13 below. Payload customers will be able to attach their low
inductance and low impedance grounding strap to a #10 fastener provided by
Blue Origin. Final integration of the chassis return path interface will be done in
coordination with Blue Origin at the WTLS launch site.
Chassis Ground
Figure 3-13
Non-IPC chassis ground location. Note: This side panel will be located on either the right
or left of the locker as defined by the Payload Integration Manager.
Table 3-11
Vehicle Telemetry Available
The payload developer configures the IPC with an experiment XML file. The
experiment XML file provides the instructions to the IPC to perform actions
based on triggers that occur during flight. These actions include outputting an
analog signal, turning a power channel on/off, or logging a dataset. The IPC
comes with the Payload Kit Software. The Payload Kit Software contains the
details of the experiment XML file, and a flight simulation to test the integrated
behavior of the IPC with the experiment XML file (see Section 3.3.5.1). The
payload developer holds the responsibility to ensure that the IPC contains the
correct XML files for payload checkout and launch.
ACTIONs within an experiment XML file are commonly used for toggling
digital/analog outputs, toggling power service channels, and enabling data
logging. There may be multiple ACTIONs within an experiment XML file. Multiple
experiment XML files may be loaded onto the IPC. It is common to use multiple
experiment XML files to split ACTIONs with OUTPUTs and ACTIONs with LOGGERs.
The IPC contains an irremovable experiment file with a LOGGER that captures a
base set of data.
Flight events are a set of discrete events that occur throughout the phases of
flight and are immediately reported when they occur. Table 3-12 lists the Flight
events and the approximate MET that the Flight event is expected to occur. The
Mission Elapsed Times of the Flight events are sourced from a representative
New Shepard flight and are expected to vary slightly from mission to mission.
Except where indicated, these events are listed in the order they are expected
to occur throughout a flight. Additional information can be found within the
Payload Kit Software documentation. When used within TIMERTRIGGER
definitions, ACTIONS can be activated when a flight event is reported, either
immediately or some time delay after the reporting. Two commonly used flight
events are the “Coast Start Detected” and “Coast End Detected” flight events,
which report when the microgravity phase of flight has started and ended,
respectively.
Mission
Flight Event Name Elapsed Time XML Syntax Flight Event Description
(seconds)
The CC emergency escape system is
Escape Enabled -900 escape_enabled
enabled prior to lift off.
If an emergency has occurred, the CC
executes an escape maneuver away
from the PM. This event can occur
Escape Commanded N/A escape_cmd
any time after the Escape Enabled
event and before the Separation
Commanded event.
Liftoff Detected 8 liftoff The vehicle has left the pad.
Main Engine Cutoff
141 meco The PM engine has been shutdown
(MECO)
The CC has commanded nominal
Separation Commanded 163 separation
separation from the PM.
The CC has entered the microgravity
phase of flight. This flight event
Coast Start Detected 181 coast_start
occurs exactly 18.0 seconds after
Separation Commanded.
The CC has reached its peak altitude
Apogee 245 apogee
and has started to descend.
The CC has exited the microgravity
phase of flight. This flight event
Coast End Detected 346 coast_end occurs when the CC has reached
apogee and sensed acceleration is
greater than 0.10 g’s.
Deploy Drogue Chutes The CC has commanded the drogue
496 drogue_chutes
Commanded parachutes to deploy.
Deploy Main Chutes The CC has commanded the main
508 main_chutes
Commanded parachutes to deploy.
The CC has detected touchdown
Touchdown Detected 611 touchdown (landing) following the descent under
parachutes.
The CC is performing its post-
Vehicle Safing 614 safing touchdown procedures to make the
CC safe for personnel to approach.
The CC has finished performing its
Mission End 770 mission_end post-touchdown procedures and the
mission is completed.
Using the XML files, customers can set the IPC to trigger off flight or warning
events (e.g., “after liftoff, wait 30 seconds, then activate power channel 1”).
Minimum and maximum level triggers can also be associated with IPC ACTIONS
(e.g., “when acceleration drops below 0.5 ft/s^2, activate pulse width modulated
control to payload servo motor”).
Flight warnings are similar to events in how they are reported; they differ in that
they indicate that a flight event is about to occur (thus providing a warning to the
payload of the upcoming change). These flight warnings and their descriptions
are detailed in the table below. Additional information can be found within the
Payload Kit Software documentation. When used within TIMERTRIGGER
definitions, ACTIONS can be activated when a flight warning is reported, either
immediately or some time delay after the reporting. One commonly used flight
warning is the “Liftoff Imminent” Warning, which reports when the “Liftoff
Detected” flight event is minutes away from being reported.
Table 3-13
Flight Warnings
The IPC can be configured to log the commanded or driven status of each
provided electrical signal as well as flight telemetry and payload data broadcast
over Ethernet. RS-232 can also be used for logging payload data, but streaming
flight telemetry is not supported over this interface. This configuration occurs
within the experiment XML files using the LOGGER definitions (described earlier).
A telemetry time stamp is available for correlation with flight logs.
Table 3-14
IPC Software Configurable Electrical Service Settings
Electrical
Configurable Settings
Service
Input signal range
Sample rate
Analog Sample count
Inputs/RTDs Start and stop conditions
Logging gain and offset
RTD configuration
Output voltage
Analog Outputs
Enable/Disable conditions
Digital I/O I/O direction per pin
Output Frequency
Duty cycle
Mode (Servo or PWM)
PWM Servo Position Angular Range
Servo Position Offset
Servo Minimum Duty Cycle Duration
Servo Maximum Duty Cycle Duration
Baud rate
RS-232 Messaging and logging formats
Start and stop conditions
IP Addresses
Listen ports
Ethernet
Messaging and logging formats
Start and stop conditions
Current limits
Power Channels
Start and stop conditions
Blue Origin has developed a web-based user interface software tool for
benchtop payload development and testing, called the Payload Kit Software. A
payload developer installs the Payload Kit Software on their workstation and then
connects their workstation to the IPC via an Ethernet port or a USB-to-Ethernet
network adapter. The Payload Kit Software’s built-in XML text editor/validator
and help documentation enables the payload developer to create, validate,
upload, and test their unique experiment XML file(s) on a connected IPC.
The Payload Kit Software can transmit a pre-recorded vehicle telemetry stream
to the connected IPC in order to exercise the IPC’s interactions with the payload,
as defined by the experiment XML file created by the payload developer. The pre-
recorded vehicle telemetry stream simulates the telemetry the IPC should
expect to receive during a flight. The payload developer can interrupt and restart
the vehicle telemetry stream playback while iterating on the experiment XML file
for development and testing purposes.
The Payload Kit Software also provides the payload developer with the ability to
download the various logger files created by the IPC during a simulated flight, as
configured by the experiment XML file. This will also allow payload developers to
retrieve logger files after flight.
The Payload Kit Software will be delivered to the payload developer over a secure
network or on physical media along with detailed install/uninstall instructions.
The software will run directly on the payload developer’s workstation and can
operate on Windows, Mac, and Linux OS. Some basic network configuration
steps are required as part of the installation; the researcher should choose a
workstation that allows them to have administrative privileges.
All pins on the IPC are protected with transient voltage suppression diodes to
protect internal components from damage due to high voltage events, such as
electrostatic discharge (ESD). When operating the IPC, it is important to take
proper steps to avoid any damage due to electrostatic discharge. A clean, ESD
controlled workstation (anti-static wrist strap and working ESD bench or mat) is
required when working with an IPC; this includes integration of mechanical
structures inside the payload locker. All circular connectors should be protected
by a metal flight cap when no harness is mated as a deterrent from foreign object
debris (FOD). Prior to connecting harnesses to the IPC customers should
complete a basic visual inspection of both the IPC and harness connector to
ensure not FOD has accumulated.
The connection between the IPC and payload inside the Locker is facilitated by
internal harnesses. Because each payload requires different IPC connections, a
kit is included with each IPC so the payload developer can build a custom internal
harness for each IPC connector with the required leads. The contents of the
internal harness kit are listed in Table 3-15. Blue Origin will provide instructions
for building the internal harnesses. The build process does not require any
specialty tools or skillset.
Table 3-15
Internal Harness Kit Contents
Payload Cameras
At this time Blue Origin no longer offers standard cameras for use in flight.
Customers are encouraged to use COTS units that meet their specific needs for
frame rate, resolution, and optics. Testing should be conducted to validate
appropriate lighting, focal distances, field of view, and robustness to shock, vibe,
and heat.
4.1 Accelerations
Microgravity Quality and Attitude Control
The CC has a system of cold-gas thrusters, called the Reaction Control System
(RCS), to perform attitude control during the exo-atmospheric coast phase of
flight. On a nominal mission, nearly all RCS thruster firings will happen during the
15 seconds immediately following CC separation from the PM. During this period,
the CC RCS will attempt to null rates in pitch, yaw, and roll axes induced by any
asymmetries in the mechanical separation spring force or residual aerodynamic
disturbances. After this period, the frequency of RCS thruster firings is expected
to drop significantly. At 18 seconds after separation, the vehicle will report the
Coast Start Detected flight event, indicating that during most missions, the RCS
thrusters are not expected to fire again during the microgravity coast phase until
reentry, when the sensed acceleration due to aerodynamic drag will be far
greater than any RCS-induced acceleration.
There are several factors that may shorten or degrade the quality of the
microgravity environment from nominal predicted values. If the CC exceeds
pitch or yaw angle limits or builds up significant angular rates in any axis during
the microgravity coast phase, the RCS thrusters will again fire to return the CC
below these limits. When these thrusters are firing, they are expected to
Acceleration Environment
Table 4-1
Maximum Experiment Acceleration Environments
To promote mission success for the experiment, the experiment should meet its
performance and functionality requirements in the expected vibration
environment for a nominal mission. Performance and functionality of flight
hardware in an induced vibration environment is verified by acceptance test at
the levels shown in Table 4-2. Refer to Section 5.5 for further details on required
payload testing prior to flight.
Table 4-2
Suggested Random Vibration Spectrum (MIL-STD-1540E)
+0 dB +1.5 dB +3 dB
Shock Loads
To promote mission success for the experiment, the experiment should meet its
performance and functionality requirements in the expected shock environment
for a nominal mission. Performance and functionality of flight hardware in a
shock environment is verified by testing at the levels shown in Table 4-3.
Table 4-3
Suggested Half-Sine Pulse Shock Levels (MIL-STD-1540E)
Blue Origin will attempt to maintain cleanliness in the cabin during all operations
but does not guarantee a specific cleanliness level.
The ambient temperature inside the Payload Facility and VPF will nominally be
maintained at 60 – 85°F (approximately 15.6 – 29.4°C).
To avoid payload interference with the CC, PM, and ground systems, payloads
must limit their intentional and unintentional electromagnetic emissions at all
times during a mission. Table 4-4 and Figure 4-1 show the expected New Shepard
limits for payload electromagnetic emissions. Payload developers are
responsible for ensuring their payload does not exceed these limits.
140.0
120.0
Level (dBuV/m @ 1m)
100.0
80.0
60.0
40.0
20.0
0.0
-20.0
0.01 0.1 1 10 100 1000
Frequency (MHz)
Figure 4-1
New Shepard Payload Emissions Limits
Table 4-4
New Shepard Emission Field Limits for Emitters and Receivers
Table 4-5
New Shepard Radiated Emissions
Expected Field
Frequency
Strength Modulation
(MHz)
(dBuV/m)
887 91 2G/3G/LTE
5975 78 64QAM
Window Attenuation
Table 4-6 shows the expected acoustic levels by one-third octave band and
overall level inside the CC cabin during nominal New Shepard liftoff. Acoustic
levels in Payload Lockers are assumed to be equivalent to those of the cabin in
general. During the remainder of a nominal flight, acoustic levels are expected to
be considerably lower except for impulse events such as separation, drogue
deployment, and RCS firings.
Table 4-6
CC Cabin Interior Acoustic Levels
CC Cabin
Frequency (Hz)
dB dB (A)
100 123 104
125 123 107
160 123 110
200 123 112
250 123 115
315 122 115
400 121 116
500 120 117
630 118 116
800 116 115
1000 114 114
1250 112 112
1600 110 111
2000 108 109
2500 106 107
3150 104 105
4000 102 103
5000 100 101
6300 99 99
8000 98 96
10000 97 94
Overall SPL 131.9 125.2
Table 5-1 below. Such a timeline is typical for the first flight of an experiment of
moderate complexity. Payloads with custom interface needs or extensive
development remaining at contracting are likely to require additional time.
Table 5-1
Standard Payload Integration Timeline
Milestone Schedule
(1) To help with payload integration, Blue Origin aims to ship the payload kit
(payload locker, IPC, harnessing, etc.) as early as possible. However, the
mission schedule may limit hardware availability for payloads that are
manifested on later flights.
Final Payload Data Package Review – This milestone is intended to capture the
completed detailed design and operations of the payload. All sections of the PDP
form should be complete. No major changes to the payload design or PDP data
are expected after this review.
Payload Data Package Closed – Final Payload Data Package is completed. The
design of the payload is complete. Verification activity (e.g., vibration testing,
thermal testing, etc.) does not need to be complete at this point, but should be
outlined in the PDP.
Table 5-2
Reflight Payload Integration Timeline
Milestone Schedule
(1) To help with payload integration, Blue Origin aims to ship the payload kit
(payload locker, IPC, harnessing, etc.) as early as possible. However, the
mission schedule may limit hardware availability for payloads that are
manifested on later flights.
The Blue Origin Locker is not designed to act as a level of containment for liquids,
gases, or small components. Blue Origin recommends that researchers verify
their payloads can execute the mission when exposed to the environments
described in Section 4.0 to promote mission success.
Upon request, Blue Origin can provide recommendations for specific test
providers who are available to assist with planning, setup, test execution, and
test reports. Each provider has their own unique benefits and customer
interaction, so the recommendations are not intended to be an exhaustive list
but rather to provide options that each payload customer can leverage. Any
costs associated with test planning, execution, and analysis effort shall be paid
by the customer
Vibration/Shock Testing
All payloads are required to undergo vibe testing for at least one minute to the
flight environment levels as defined in section 4.1.3. Payloads should be tested
to proto-qualification levels documented in Table 4-2 unless the payload has
previously flown on New Shepard, or the Payload Integration Manger specifies an
alternate means of compliance. Payload are also required to undergo shock
testing to levels as defined in section 4.1.4. A test report with test levels,
frequency response, and test summary will be required at the Payload Readiness
Review. Upon request Blue Origin can recommend testing procedures for both
Vibration and Shock testing.
All payloads are required to undergo thermal cycle testing in accordance to the
qualification standards in MIT-STD-1540. Test should utilize the narrower
thermal ranges as documented below. A test report documenting the thermal
ranges and payload performance will be required at the Payload Readiness
Review.
Table 5-3
Thermal Range Test Levels (MIL-STD-1540)
Min Max
Qualification 0°C 55°C
Acceptance 10°C 33°C
Any payload that has the potential for emissions beyond the limits outlined in
Section 0 must perform EMI/EMC testing. It is recommended that the minimum
testing performed for EMI under MIL-STD-461G or equivalent for emissions
consists of:
Payloads which contain moving parts or impart vibrations on the payload locker
structure are required to complete induced vibration testing in accordance to
the NASA requirement SSP 57000-R, section F.3.1.3.2. This test will ensure the
quality microgravity experience for all customers flying with New Shepard.
Further details can be provided by the assigned Payload Integration Manager.
Exemptions
Table 5-4 provides an overview of the activity at WTLS for payloads and
personnel on-site for flight activities. Blue Origin offers access to the WTLS for
two team members directly involved with technical payload preparations. Up to
two additional members directly involved with technical payload preparations
may attend by request at additional cost to the customer. Request for team
member additions must be made no later than submission of the Launch Site
Integration Package (LSIP) at L-1 Month. The “Nominal Load” column describes
standard operations for payloads that load into the vehicle in the Vehicle
Processing Facility on L-4 (four days prior to launch). The “Tower Load” column
describes special operations for payloads that load into the vehicle on the launch
tower the morning of flight.
The primary milestones for on-site activities are the Payload Receiving and
Checkout Procedure, Payload Handover, and Launch. The following sections
provide a description of the on-site activities.
Payload customers will be assigned a Blue Origin liaison who will be responsible
for assisting them while at the launch site.
Table 5-4
Typical On-Site Schedule
Payload customers are allotted two days in the Payload Processing Facility (PPF)
prior to payload handover. The PPF is typically open to payload teams from 8 a.m.
until 5 p.m. local (Central) time and may vary depending on launch operations.
The first day payload customers are on site is used for any final payload
assembly, charging, sample loading, etc. The second day on site is used to
complete the Payload Receiving and Checkout Procedure with Blue Origin.
Payload customers may not have access to their payloads on their second day
and should plan accordingly.
Handover for Nominal Load payloads occurs the morning of L-4. Blue Origin
personnel will transport Payloads directly to the Vehicle Processing Facility (VPF)
for installation into the CC. Once payload lockers are secured in the payload
stacks, harnesses will be mated between the PSE and each IPC. Nominal Load
payloads will nominally remain unpowered until launch day and may undergo
multiple reorientations (between the “vertical” and “horizontal” positions) during
mating of the crew capsule and propulsion module and when the integrated
vertical is rotated vertically at the launch pad. Figure 5 1 shows the “down”
direction when the vehicle is horizontal, and shows the orientation for position
5B.
Figure 5-1
Crew Capsule “Horizontal” Position, showing the location of locker 5B
Payloads customers that opt for Tower Load will be handed over to Blue Origin
personnel and integrated on the vehicle approximately 8 hours ahead of the
scheduled launch time. Once payload lockers are bolted in place in the payload
stacks, harnesses will be mated between the PSE and each IPC.
In the event of a launch scrub, after payloads have been integrated on the
vehicle, the New Shepard team may attempt to recycle the vehicle for another
launch attempt the following day. In this instance payload customers may opt for
Tower Recovery. Generally, New Shepard will be rolled back into the VPF in
preparation for the next attempt with payloads installed, however Tower
Recovery payloads will be returned to payload customer in the PPF prior to
vehicle rollback. This service is generally beneficial to payload customers
sensitive to reorientation, or have time-limited biology, or use batteries.
5.6.4.3 TowerActivation
During the countdown to launch, New Shepard may enter into a hold where the
countdown clock is temporarily paused. These operations are considered part of
the normal launch event and can be broken into two distinct types.
Short holds typically last a few minutes and allow the New Shepard team to
verify final items before proceeding with the launch countdown. In these
instances, IPC power will continue to be provided to the customer payload
without interruption.
In the event of an extended hold, the New Shepard team may temporarily
remove IPC power from a payload in order to conserve battery power. Payloads
should be robust to this type of power removal and should be unaffected by
power cycling. Further details can be provided by the Payload Integration
Manager.
Following the mission and CC recovery, the CC will be craned onto a recovery
vehicle and transported back to the VPF, where payloads will be removed.
Experiment return to the payload customer in the PPF is expected within 8 hours
of CC landing. Once lockers are returned to the PPF, payload customers can
download all logged data from the IPC.
Blue Origin does not currently provide data on in-cabin environments, such as
temperature, humidity, and vibration. Customers requiring such data are
encouraged to include the relevant sensors in their payload or discuss non-
standard integration services with Blue Origin.
The PPF will be open to customers on the day following launch for final payload
tear-down and shipping. The customer may either return the Payload Locker,
Integrated Payload Controller, and cables at the launch site, or ship them back to
Blue Origin within two weeks.
Explosives may be flown in the Payload Stack if they are classified by the U.S.
Department of Transportation/United Nations Organization as Class 1.3 or 1.4,
have a cumulative explosive weight of less than 250 mg per Payload Locker, are
fully contained, and pass a Blue Origin safety review.
Electrical Safety
Generally, high voltage batteries (greater than 32V peak voltage) will not be
allowed to fly on the Payload Stack. All batteries present in the payload,
regardless of voltage, must be identified by manufacturer and model number in
the PDP. A detailed battery policy is included in Appendix C: New Shepard
Payloads Battery Policy.
Each switch or device used to disconnect the circuit from the power source
must be clearly labeled to indicate the circuit’s function unless it is located and
arranged so the purpose is evident. All labels and marking must be durable
enough to withstand the environments to which they may be exposed.
Flammability
All material used in the payload, when exposed to a standard ignition source,
should self-extinguish and not transfer burning debris that can ignite adjacent
materials. Materials listed as flammable in accordance to the Global Harmonized
System (GHS) of classification and labeling for identification require approval
from the Payload Integration Manager. If any materials are present on the
payload that do not exhibit this behavior, a more thorough analysis is required
(including fault tree analysis) to characterize the potential hazard and additional
test and analysis requirements.
Pressurized Systems
As described in Section 3.2.9, all payloads containing liquids must have a primary
and secondary means of containment. Hazardous materials typically require a
tertiary level of containment. Each level of containment is required to undergo
independent verification. Vibration, shock, thermal, and any other
environmental testing must be performed on each unit while loaded with liquid,
showing that no leaks are seen. The type and quantity of all liquids or hazards
Biological Payloads
For any interactions with biological materials at the launch site, the customer
must provide and utilize appropriate PPE and spill kits. Customer is responsible
for microbiological disinfecting of hardware and work surfaces, and disposal of
samples in accordance with Biosafety in Microbiological and Biomedical
Laboratories, 5th Edition practices. As part of pre-flight reviews, the customer
will document standard operating procedures for review by Blue Origin.
Lasers
For hazards generated by a payload that could cause major injury or damage, the
customer will be required to perform fault analysis. Blue Origin recommends
FMECA and Fault Tree or Hazard Analysis as a good process to use for
understanding hazards, consequences, and mitigations. Examples can be
provided upon request. Payloads with high risk of human injury or property
damage during pre- or post-flight operations must be designed to be two-fault
safe. Two-fault design means that any credible combination of two faults must
not result in major injury or death. The simplest way to meet fault tolerance
requirements is to remove all sources of potential hazard if possible.
Connector C1:
Pin
Type Description
Signal Name Pin Number Contact Size
Note: All common ground paths are tied together. Service 0 and 1 are broken
out to multiple pins to allow for ease integration, but share the same current
limits as all other channels.
Pin
Type Description
Signal Name Pin Number Contact Size
Note: All common ground paths are tied together. Pins denoted RESERVED are
for use by Blue Origin only.
Pin
Type Description
Signal Name Pin Number Contact Size
Note: It is not recommended to tie analog ground and common ground paths
together unless proper precautions are taken. These pins are tied internally in
the IPC to control noise from passing between digital and analog signals. Pins
denoted RESERVED are for use by Blue Origin only.
o Batteries (and/or the device they come standard in) should meet US
transport requirements for ground transportation and flight. US guidelines
for batteries in Checked Baggage provide good rules of thumb, and are
located at http://phmsa.dot.gov/safetravel/batteries.
o Batteries must have integrated cell protection including over current, over
voltage, or burst protection as part of the battery assembly. Batteries cannot
consist of a bare cell with no protection circuitry.
o Small, unaltered, mass-produced Commercial off-the-shelf (COTS) items
with the original battery and no documented battery issues will generally be
acceptable for flight without additional testing. Acceptable examples
include the iTouch and Surface tablet. No Samsung Note 7’s. Batteries that
contain less than 10 W-hours will also generally be acceptable for flight
without additional testing.
o Batteries that aren't integrated into COTS electronics and are larger than
coin batteries will be required to be certified as UNDOT 38.3 Tested, as well
as UL 2054 Certified or IEC 62133 Certified.
o Batteries and/or the devices they're in should be from reputable
manufacturers and purchased through reputable vendors (avoid
Amazon/eBay/Alibaba). This information should be evident in the Bill of
Materials (BOM), which Blue Origin requires as part of the Payload Safety
Review.
o Depending on the system and utilization, Blue Origin may require a flight-like
test of the system electronics in which the battery should stay below 122°F
(50°C). No third party review of this testing will be necessary, but a signed
certification of the customer that the test was performed, passed and that
the tested batteries will be utilized during the flight will be required to close
the Payload Safety Review.
o Batteries that contain over 160 W-hours energy will require vibe testing to
MIL-STD-1540E while operating, with temperature measurements at the
battery ensuring that the temperature does not go over 5°F above ambient.
No third party review of this testing will be necessary, but a signed
certification by the customer that the test was performed, passed and that
the tested batteries will be utilized during the flight will be required to close
the Payload Safety Review.
o Payload schematics must be reviewed and approved by Blue Origin.
This form is designed to help evaluate the compatibility of a payload with the New Shepard vehicle
and to support the safety analysis required to approve the payload for flight. The form is due no later
than 3 months before the scheduled launch date, but we suggest completing it as early as possible.
Please provide detailed information, photos, and documents where applicable, and clearly identify
any areas of concern or confusion. Changes to this document after L-3 months are strongly
discouraged and must be approved by Blue Origin. Refer to the latest New Shepard Payload User’s
Guide for payload integration requirements.
1 PAYLOAD OVERVIEW
1.1. Payload Name: Provide the full, non-abbreviated name of the payload
1.2. Payload Shorthand: Provide the shorthand name or acronym for the payload
1.3. Primary Point of Contact:
Name: enter text
Organization(s): enter text
Phone: enter text Email: enter text
1.4. Payload Team – complete the table for all personnel on the payload team:
Name and
Institution/Department Email Nationality
Position/Role
Click here to Click here to enter Click here to
Click here to enter text.
enter text. text. enter text.
Note: Check with your Mission Manager to ensure that questions 1.5 through 1.9 are in agreement with your payload contract
☐Batteries The payload contains customer-provided batteries (this does not include the batteries in the CC
which provide power to the IPC)
1.12. Provide an abstract of the experiment, describing scientific, technology, or mission objectives
(not to exceed one paragraph):
Click here to enter text.
1.13. Provide a high-level description of the payload design and concept of operation:
Click here to enter text.
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2 MECHANICAL
2.1. Provide a CAD model (STEP format) of the payload. An engineering drawing package is also
acceptable:
File Name(s): Click here to enter text.
2.2. Provide a Bill of Materials (BOM) for the payload:
For Commercial off the shelf (COTS) parts, please include:
Part Name
Manufacturer
Manufacturer Part Number
Quantity
Datasheet/product URL where available
For custom manufactured parts please provide a sub-BOM that includes raw stock and all known material
quantity and amounts.
b. The payload lockers can support a maximum of 2.5 lbm for each threaded mounting point (5
lbm for double locker base points). Does the payload meet this requirement? Y/N
c. Describe the mounting provisions and fragment containment provisions for fragile items
that can easily shatter (e.g., glass, cathode ray tubes, gauges, windows):
Click here to enter text.
d. Detail how mounting attachments and containment systems have been verified to
structurally withstand:
Refer to the Payload User’s Guide for a detailed breakdown of expected flight environments
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2.6. List the mechanical Factor of Safety for each major flight hardware structural component as a
whole:
The analyses should reference the loads listed in Payload User’s Guide and show an ultimate safety factor of at least
2.0. If analysis is NOT to be undertaken, describe how testing will demonstrate that all components within the Payload
Locker can withstand peak loads with an ultimate safety factor of at least 2.0.
2.8. How will wiring, cables, and harnessing within the payload be secured to withstand flight
loads? Examples include use of P-clamps, zip ties, with strain reliefs, over wraps, chafe braid,
etc.
Click here to enter text.
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3 ELECTRICAL
3.1. Please provide a high level block diagram that describes all major electrical components and
interconnects within the payload:
Paste image here or reference file name if attachment.
3.2. Please provide an electrical schematic that describes all major components and
interconnects, including the grounding scheme and electrical short mitigation (e.g. fuses,
PTCs, relays, etc.) :
Paste image here or reference file name if attachment.
b. For each IPC Power Channel, provide the total energy usage for a nominal mission profile:
Note: Assume 27Vdc constant voltage.
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3.6. How will electrical loads be current-limited or over-current protected (e.g., fusing, circuit
breakers, etc.)? Provide over-protection plan for each power channel being used.
Note: Practice derating on all electrical components. Derating of 70% is adequate for most component ratings (max
voltage, current, power).
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4 PAYLOAD OPERATIONS
4.1. What operations will you perform on site to prepare the payload for launch?
Click here to enter text.
4.2. Please provide a timeline for the payload behavior throughout the mission:
Action Trigger Description of Payload or IPC Action
~5 minutes prior to T-0 IPC is powered on and running
Choose or type an item Click here to enter text.
~5 minutes after CC Landing IPC is powered off
4.3. What operations will be performed by the payload developer in the event of a launch scrub to
prepare the payload for the next available launch attempt (potentially on the following day)?
What is the expected duration of these preparations?
Click here to enter text.
4.4. What operations will be performed by the payload developer on site after the launch?
Click here to enter text.
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5 ENVIRONMENTS
5.1. Describe the minimum required continuous microgravity environment (in g’s) and duration (in
seconds) required to accomplish payload mission objectives. Is this compatible with the
expected microgravity environment as described in the PUG? Click here to enter text.
5.2. What is the payload’s allowable ambient temperature range (in °F):
a. When powered: X°F – Y°F
b. When unpowered: X°F – Y°F
5.3. Provide a time-plot or table of the thermal power output in Watts during a nominal mission:
Note: This should include all sources of heat output from the payload (both heat as a result of Blue Origin provided
power consumption and internal payload sources such as batteries, chemical reactions, etc.)
5.4. What is the total thermal energy output of the payload during a nominal mission profile?
Note: This should include all sources of heat output from the payload (both heat as a result of Blue Origin provided
power consumption and internal payload sources such as batteries, chemical reactions, etc.)
W-hrs
5.5. Does the payload generate any acoustic noise? If so, provide a description of acoustic
sources, durations, and acoustic levels produced (sound pressure level):
Click here to enter text.
5.6. Does the payload contain any moving parts? If so, how will the payload mitigate induced
vibrations to surrounding payloads?
Click here to enter text.
5.7. Is the payload sensitive to small induced vibrations from neighboring payloads?
Click here to enter text.
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6 SAFETY
Y/N
b. If vibration testing is planned, describe the tests planned (hardware configuration, vibration
levels and durations, number of cycles, etc.):
Click here to enter text.
Y/N
d. If shock testing is planned, describe the tests planned (hardware configuration, shock levels
and durations, number of cycles, etc.):
Click here to enter text.
Y/N
c. If thermal testing is planned, describe the tests planned (hardware configuration, thermal
conditions and durations, number of cycles, etc.):
Click here to enter text.
6.3. Will the payload include any materials classified as a U.S. Department of Transportation/United
Nations Organization Class 1 explosive hazard? If so, list the type, quantity, mass, and total TNT
equivalent explosive potential energy for all materials included in the payload. Please provide
safety data sheets for each material. If no such materials will be included, state that explicitly:
Click here to enter text.
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6.4. Will the payload include any materials classified as flammable as defined in the PUG? If so, list
the type, quantity, and mass, for all materials included in the payload. If no such materials will
be included, state that explicitly:
Click here to enter text.
6.5. Describe any parts of the payload or its ground support equipment that may act as a source of
ignition:
Note: ambient conditions at the West Texas Launch Site can be dry which may increase the probability of an
electrostatic discharge event.
6.6. When burned or heated, does any flammable material become a significant source of smoke
or toxic fumes? Provide justification or description of potential sources based on payload Bill
of Materials:
Click here to enter text.
6.7. Do any potentially exposed surfaces of the payload reach a temperature hotter than 120°F
(49°C) or colder than 39°F (4°C)? Describe design features or backup measures that will
prevent heating and cooling sources from exceeding safe limits in the event of an anomaly:
Click here to enter text.
6.8. In the event of electrical power loss, describe how the experiment fails to a safe
configuration. For example, does a vent valve open automatically in event of power failure,
thereby preventing possible pressure build-up of a pressurized system?
Click here to enter text.
6.9. Describe any payload safing or arming procedures that must occur before installation, on the
pad during installation, or after return of locker to Payload Processing Facility:
Click here to enter text
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7 LIQUIDS/GASES
This section is only required if Liquids/Gases was checked on question Error! Reference source not found..
Complete this section for each liquid or gas planned for flight in the payload locker
7.1. What is the liquid or gas composition? Click here to enter text.
7.2. What is the total mass of this liquid or gas to be included in the payload? Click here to enter
text.
7.3. Will the liquid or gas be pressurized? Y/N
a. If so, what is the maximum expected operating pressure? X psig
7.4. Will any gas be vented from the payload (in a nominal or off-nominal scenario? Y/N
a. If so, identify the composition, volume, and temperature of the gas:
Click here to enter text.
7.5. Please provide a Safety Data Sheet (PDF format) for the liquid or gas, where applicable (e.g. not
needed for water):
Liquid SDS File Name: LiquidSDS.pdf
7.6. Is the liquid compatible with all materials inside the payload locker as well as the aluminum
payload locker itself? Y/N
7.7. Primary Level of Containment (LOC)
a. Describe the detailed design of the primary LOC. Photos, CAD models, and engineering
drawings are encouraged:
Click here to enter text.
b. How will the primary LOC be verified? What analysis and testing will be conducted to ensure
the primary LOC will contain the liquid under expected launch loads and pressures?
Note: LOC analysis/test results must be provided to Blue Origin to resolve all PDP action items (see PUG Integration
Schedule)
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How will the secondary LOC be verified? What analysis and testing will be conducted to
ensure the secondary LOC will contain the liquid under expected launch loads and pressures
in the event of a primary LOC failure?
Note: LOC analysis/test results must be provided to Blue Origin to resolve all PDP action items (see PUG Integration
Schedule)
b. Describe the detailed design of the tertiary LOC. Photos, CAD models, and engineering
drawings are encouraged:
Click here to enter text.
How will the tertiary LOC be verified? What analysis and testing will be conducted to ensure
the tertiary LOC will contain the liquid under expected launch loads and pressures in the
event of a primary and secondary LOC failure?
Note: LOC analysis/test results must be provided to Blue Origin to resolve all PDP action items (see PUG Integration
Schedule)
7.10. Are there any electrical components within any of the LOCs? Y/N
7.11. How will these components be protected in the event of a LOC failure?
Click here to enter text.
7.12. How are wires, cables, and harnesses passed through LOCs?
Click here to enter text.
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8 BATTERIES
This section is only required if Batteries was checked on question Error! Reference source not found..
8.1. What is the make and model of the battery or COTS device containing the battery? Battery
Name
8.2. What is the capacity of the battery? Click here to enter text.mAh
8.3. Is the battery part of a small, unaltered, mass-produced commercial-off-the-shelf device
such as an iPod Touch or Surface Tablet AND less than 10 Watt Hours in capacity? Y/N
If Yes, the rest of this section does not need to be completed
8.4. What is the chemistry of the battery (e.g., lead-acid, lithium ion, etc.)? Click here to enter text.
8.5. What is the voltage operating range?
Minimum: Click here to enter text. Volts
Typical: Click here to enter text. Volts
Maximum: Click here to enter text. Volts
8.6. Please provide a spec sheet (PDF format) for the battery. Battery Spec Sheet File Name:
BatterySpecSheet.pdf
8.7. Does the battery need to be swapped or charged in the event of a launch scrub? Y/N
a. If charging or swapping is required, how long will this activity take (assume worst case)? X
minutes
8.8. Will the battery be enclosed in a fireproof battery case? Y/N
8.9. Please check each box to confirm the battery adheres to the New Shepard Payloads Battery
Policy:
☒The battery is certified as UN/DOT 38.3 tested as evident in the battery spec sheet
☒ The battery is either UL 2054 OR IEC 62133 certified as evident in the battery spec sheet
☒ The battery is purchased from a reputable manufacturer or industrial vendor and not a
general marketplace such as Amazon, eBay, or Alibaba as evident in the payload BOM (Blue
Origin can provide battery model and vendor suggestions upon request)
☒ The battery contains less than 160 Watt-hours energy OR will be vibe tested to MIL-STD-
1540E with levels listed in the New Shepard Payload User’s Guide
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9 LASERS
This section is only required if Lasers was checked on question Error! Reference source not found..
9.1. What is the name or model of the laser diode or COTS device containing the laser? Laser
Name
9.2. What is the class of the laser? Choose an item.
9.3. Describe in detail all operational and design safety measures implemented for laser in the
payload:
These can include but are not limited to: light-tight enclosures, independent inhibits for laser operation, Safe & Arm
devices to eliminate the possibility of laser firing before arming. Note that there are no hard requirements - safety
requirements depend on the type of laser, implementation, and use case specific to each payload and will be
determined by Blue Origin.
9.4. How will the laser be structurally mounted? What analysis and/or testing has been performed
to ensure the laser mounting provisions will withstand flight environments including 1-chute
failure or escape event as described in the PUG?
Click here to enter text.
9.5. Are all materials in the payload (including the payload locker itself) resistant to melting,
outgassing, and combustion when impinged upon by the laser? Y/N
9.6. Describe the payload labeling and confirm that it will be labeled in accordance with OSHA
Technical Manual Section III: Chapter 6 – Laser Hazards (see:
https://www.osha.gov/dts/osta/otm/otm_iii/otm_iii_6.html):
Click here to enter text.
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10 HAZARDOUS MATERIALS
This section is only required if Hazardous Materials was checked on question Error! Reference source not found..
10.1. Does the payload include any hazardous materials as defined by the United States
Department of Transportation (USDOT) Hazardous Material Regulations (49 CFR 100-199)?
Note: This includes any materials flown as a part of the payload, or brought on site to support payload preparations.
Y/N
10.2. Please identify all hazardous materials, provide total mass being brought on site, total mass
being flown as part of the payload, describe the use of the material, and describe all hazards
associated with that particular material:
Click here to enter text.
10.3. Please provide a Safety Data Sheet (PDF format) for each hazardous material contained in the
payload. File Name(s): HazardousMaterialSDS.pdf
10.4. Describe how each hazardous material will be labeled:
Click here to enter text.
10.5. Describe all safety precautions that will be taken when handling each hazardous material:
Note: This should include contingency scenarios such as a hazardous chemical spill or fire. This should also include
all required PPE.
Click here to enter text.
10.6. How will each hazardous material be stored while at the launch site?
Click here to enter text.
10.7. How will each hazardous material be disposed of while at the launch site?
Click here to enter text.
10.8. How will each hazardous material be shipped to and from the launch site?
Click here to enter text.
10.9. For each hazardous material to be flown as part of the payload, provide a detailed description
of the payload containment system. How will the containment be tested to ensure it survives
flight environments including off-nominal landings?
Note: this information does not need to be repeated if covered in the Liquids/Gases section.
Click here to enter text.
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11 EMITTERS
This section is only required if Emitters was checked on question Error! Reference source not found..
11.1. What are the sources of electromagnetic emission (e.g. payload motors, DC-DC converters,
Wi-Fi components, etc.)? Please list specific components with manufacturer part numbers
and provide a specification sheet.
Click here to enter text.
11.2. What is the electromagnetic spectral output of the payload (Power vs Frequency plot or
table)?
Note: Please use dBm units. Additional testing may be required by Blue to ensure electromagnetic compatibility
between the payload and the New Shepard vehicle or other payloads.
Click here to enter text.
11.3. What testing and analysis is planned to ensure the payload remains below the Emissions
Limits as defined in the PUG?
Note: additional may
Click here to enter text.
11.4. Describe current or proposed license authorizations for payload emissions as relates to all
emitting components:
Note: In most cases, commercial off the shelf units can cite an existing FCC license. Modifications to off the shelf
equipment typically requires a Special Temporary Authority (STA) coordinated directly with the FCC.
Click here to enter text.
11.5. Describe the data that will be transmitted over the emitter, if applicable:
Click here to enter text.
11.6. Describe ground stations that are required for use with the payload during operation and how
they will be tested prior to flight:
Click here to enter text.
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12 MISCELANEOUS
Please provide any concerns, unique considerations, or other relevant information about your payload.
Click here to enter text.
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