EXOS Aerospace Systems & Technologies, Inc. PAYLOAD USER GUIDE (PUG)

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SARGE – Payload User Guide – Rev. 3

EXPORT CLEARED VERSION 1.0

 SARGE FAMILY OF VEHICLES

  

INDEX  

1. INTRODUCTION 1.1. Corporate Information Page 3 1.2. Purpose & The NASA Flight Opportunities Program Page 3

2. THE SARGE VEHICLE

2.1. Heritage Page 4 2.2. Description Page 4

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Note: Index items with strikethrough have been removed from the Export Cleared Version.

2.3. Mission Profile Page 6 2.4. Launch Site(s) Page 7 2.5. Launch Windows Page 7 2.6. Reusability & Frequency Page 8

3. EXOS FACILITIES

3.1. Headquarters Page 8 3.2. R&D Center Page 8

4. PAYLOAD PROVIDER INFORMATION

4.1. Payload Mass & Physical Size Page 8 4.2. Payload Environment Page 9 4.3. Standard Integration Services Page 10 4.4. Non-Standard Integration Services (Optional) Page 10

5. PAYLOAD INTEGRATION

5.1. Procedure for Approval Page 11 5.2. FAA /AST Payload Approval Page 11 5.3. Combined Systems Test Page 11 5.4. Physical Integration Page 11 5.5. Launch Operations Page 11

6. ITAR

6.1. Introduction Page 12 6.2. ITAR Integration & Launch Protocol, Telemetry Data Page 12

7. REVISION HISTORY Page 13

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1. INTRODUCTION 1.1. EXOS Aerospace Systems & Technologies, Inc. (hereinafter EXOS or (E.A.S.T. for legal purposes)) is the

successor company to Armadillo Aerospace LLC. (Hereinafter AA (the EXOS team)). EXOS acquired AA’s mission critical physical assets in early 2015 to take this technology commercial with the development of the SARGE platform. AA was a leading developer of reusable rocket powered vehicles and continuing the tradition EXOS is immediately focused on suborbital research rockets, with the vision of launching microsatellites and, eventually progressing to autonomous spaceflight.

Founded in 2000, AA had an unequaled experience base with more than two hundred test flights spread over two- dozen different vehicles. Projects were undertaken for NASA, the Air Force, and vehicles were flown at every X-Prize Cup event. AA performed the very first flight under the new FAA/AST experimental permit regulatory regime, and made over two dozen additional permitted flights since then, all fully insured and observed by on-site AST personnel. AA (the EXOS team) pioneered the tethered flight test regime in conjunction with FAA)/AST and is the only company in the world to test sounding rockets in this manner. AA also flew the first flight under the Class III waiver, and flew more than twenty-four waivered flights since then at two different locations. In 2011 AA was one of only seven companies selected by the NASA Flight Opportunities Program (aka CRuSR) to provide launches for scientific payload providers on reusable vehicles. AA was also selected by NASA Johnson Space Center to build its Project Morpheus Lunar Lander Terrestrial Analog vehicle and to develop the LOX-LCH4 (Liquid Methane) propulsion technology to power it. Morpheus has now completed thirteen successful flights at Johnson Space Center and Kennedy Space Center

❑ AA also had experience with manned rocket powered flight through its involvement with Rocket Racing Inc and its rocket racer program. AA developed, manufactured, installed and tested the propulsion systems for their T1 and T2 prototypes based on the Velocity airframe and provided launch assistance for more than seventy test flights including the world’s first two rocket plane side-by-side demonstration flight. EXOS is very proud to have been able to reassemble most of the AA team at EXOS and will further refer to the AA “history events” referenced to our EXOS team synonymously to honor them and their continued commitment to this endeavor. It is EXOS’s intention to give credit to John and Anna Carmack for building a team that could carry on the effort, and that, is the mark of any truly great visionary.

E.A.S.T. CORPORATE ADDRESS MANUFACTURING & ENGINEERING Building A, Caddo Mills Municipal Airport Building A, Caddo Mills Municipal Airport

Caddo Mills, TX 75135 Caddo Mills, TX 75135

POINT OF CONTACT: Engineering & Technical Russell Blink

Chief Technology Officer

972-974-4779 rblink@EXOSaero.com

Commercial John Quinn Chief Operating

Officer

972-740-8355 jquinn@EXOSaero.com

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3. EXOS FACILITIES3.1. The HQ address is at the same location as the research and

engineering facility at Caddo Mills Texas.

3.2. The R&D HQ is based at Caddo Mills Municipal Airport and this iswhere all design, fabrication, assembly, storage and testing operationsare conducted up through travel to the launch site. Caddo Mills is lessthan an hour from downtown Dallas by interstate I-30 and excellent accommodation is available in Rockwall, TX. Just minutes from the HQ.The R&D complex comprises two hangars, a large storage hangar of 20,000 square feet and a smaller heated and air-conditioned hangar of10,000 square feet, which is where fabrication and assembly is undertaken. Engines up to 5,000-lbf nominal thrust can be tested on a static test skid just outside the hangar complex and

there are also two launch pads, one for static tie-down / hanging tether tests and the other for free flights to 5,000-ft MSL. Any Payload Review and/or Combined Systems Test required prior to flight would be undertaken at the Caddo Mills R&D HQ.

4. PAYLOAD PROVIDER INFORMATION

4.1. The following table details information pertinent to launch providers.

❖ PAYLOAD BAY ID 19.625” (498 mm) ❖ PAYLOAD HEIGHT 36.0” (915 mm) ❖ PAYLOAD MASS 110 lbm (50 kg) ❖ LOW-G TIME 3-4 minutes ❖ STANDARD G-LOADS ~7-G max (Customizable) ❖ INTEGRATION/RECOVERY ~2 hrs Before & After Launch ❖ AMBIENT 0-60 deg C

10-12.5 psia (or Ambient) ❖ POWER (not standard ) 5 / 12 / 28 VDC ❖ TRIGGERING SIGNAL Available ❖ EXTERNAL VIEWPORT Available ❖ ADDITIONAL ANTENNA Available (1) ❖ PAYLOAD DEPLOYMENT Available ❖ CAMERA(S) & LIGHTING Available ❖ REALTIME DOWNLINK Available (including video) ❖ POINTING CAPABILITY Available Soon

4.2. The payload module is not environmentally controlled but by virtue of the short mission time, two to three hours between payload installation and recovery and twenty minutes actual flight time, unless the payload is generating a significant amount of heat then the payload module should maintain a typical electronics working environment as noted in the above table.

The payload vibration environment is reasonably benign but there are shock loadings at MECO, Drogue Deploy, Main Chute Deploy and Touch-Down. During the boost phase there is a slight “transonic shudder” at T+22 seconds of +/- 1.5 G’s in the 1-5 Hz range and for the remainder of the boost phase the vibration is +/- 0.5 G’s maximum across a frequency range of 10-50 Hz. It is advisable that the payload be capable of withstanding a shock load of 10-G in any axis, which gives some measure of safety factor over the 7-G “standard” nominal loads primarily in the vehicle vertical axis. Note that the nominal max G-loading of 7.6-G occurs during the boost phase just before MECO. It is possible to markedly reduce this by throttling the engine to maintain an upper negotiable limit. However, this does increase the gravity losses with a resultant decrease in altitude and micro-G time. Micro-G is defined as less than 0.005-G in any axis.

4.3. The standard payload integration services include;

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❖ Integration of a single payload (per payload provider if shared flight) ❖ Provision of a custom payload adapter plate to mount the payload to the coupler ❖ Modification of the payload couplers for either pressurized or open to atmosphere ❖ Mounting of single antenna (if required) including bulkhead coupler if pressurized container

(Payload Provider provides antenna, cable and connectors) ❖ Mounting of a single camera external to the vehicle

(Note WSMR may review and/or reject use of high definition cameras) ❖ Provision of triggering signal from vehicle MFC based on telemetry (apogee, max-Q, ..) ❖ Payload must fit inside 19.625” ID cylinder (this is max w/ interference fit) x 36” tall

(This is for the entire manifest if multiple payloads) ❖ Trial mechanical fit check (during CST) ❖ EMI test to ensure no interference with vehicle flight control system (during CST) ❖ MRR (Mission Risk Assessment) of payload on vehicle and proposed mission ❖ Validation of payload acceptability for the mission with FAA/AST for license

4.4 Additional services can be provided at our standard labor and machine rates and would be quoted at time of

task proposal;

❖ Multiple payloads on same mission ❖ Payload in excess of 50-kg or greater than 36” in height ❖ More than one antenna or provision of onboard data storage ❖ Real time transmission of data ❖ Camera(s) and lighting for observation and onboard video storage ❖ Provision of power source (all standard Li-Ion / Li-Polymer battery sources) ❖ Multiple trigger events from MFC ❖ Ejection of payload at apogee or other and/or separate recovery of same ❖ Provision of window (optical or EM transparent) in vehicle body tube ❖ Specific G-load limits or other mission profile other than nominal ❖ Limited pointing capability (note WSMR may review and/or reject use of high definition cameras) ❖ Special payloads

o Biological & Radiological ❖ Ultra-high altitude (well in excess of 100-km; could require clustered or disposable SARGE flight) ❖ Very high mass payloads (in excess of 100-kg; could require clustered or disposable SARGE flight) ❖ Recovery system testing requiring EXOS to replace its standard recovery system ❖ Mounting of additional cameras external to vehicle ❖ Engineering of custom payload container for payloads deemed hazardous during MRA or requiring

shielding following the EMI test during CST The above are just several of many possible scenarios and others will be addressed on a case-by-case basis.

5. PAYLOAD INTEGRATION 5.1. In response to a launch request, EXOS will prepare an MID or Mission Implementation Document to verify

that the proposed vehicle is capable of successfully meeting the mission criteria. This will include a safety analysis, which is conducted regardless of payload for any EXOS test flight, incorporating the Mission Risk Assessment posed by the payload. On accepting a payload for flight, EXOS will formally review the payload and its integration requirements using an ICD or interface control document to manage the process. This review will include a CST or

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combined systems test with all systems running and in simulated flight mode check, a static ground based test that feeds fake data to the main flight computer, ensure any triggering signal is delivered on a timely basis and that there are no adverse interactions between the payload and the vehicle (or other payloads if flying on the same mission). This by necessity includes a physical fit-up test and demonstration of payload accessibility at our Caddo Mills HQ or, if deemed feasible, at the launch site.

5.2. All licensed flights require that the payload(s) be reviewed by FAA/AST to ensure that they do not prejudice the safety of the mission with respect to potential for injury or damage to third party public or property. However, EXOS will manage and be responsible for this activity as part of the integration service. We are also working with FAA/AST to create classes of payloads that are “pre-approved” and requiring only superficial analysis and a minimal notification period. The goal is to make this happen within the 30-day notification period.

5.3 The Combined Systems Test or CST will be undertaken at our Caddo Mills HQ. It is recommended, but not

necessarily essential, that the payload provider be present at the time of the CST. This test is designed to demonstrate that there are no interference effects caused by the payload during a fake engine mode run. Primarily the test is designed to evaluate EMI issues especially if there is an external antenna transmitting real time data during flight. The CST should be undertaken no later than the week prior to flight and preferably sooner.

5.4 The physical integration check can be done at the same time as the CST. In the event that the payload

provider has potential concerns then an earlier physical fit-up is recommended. EXOS will supply the payload provider with a mounting plate that can be used to ensure there are no alignment issues. This adapter plate is then mounted by EXOS to the bulkhead coupler at the bottom of the payload module. Custom adapters are supplied as a standard service and we require only the mounting hole details … centers, diameter, clearance or tapped.

5.5 Launch operations follows a tightly scripted protocol developed over the past several years. Following

successful vehicle testing and the CST, the vehicle and all launch control equipment is loaded into our custom mobile trailer / workshop / launch control center. The propellants and other logistical supplies are loaded onto a separate crane truck for the two-day transit time to the Spaceport from the Caddo Mills R&D facility. Both vehicles are scheduled to arrive on site two days before the scheduled launch date. The launch team travels separately and arrives that same day at the launch logistics base in either Las Cruces or Truth or Consequences.

The day prior to launch, the team arrives at the launch pads early morning and commences preparations for a dry run to ensure all equipment and the vehicle is functioning as designed. The payloads can be integrated into the vehicle at this stage but powered down or on charge. The vehicle is stored inside the environmentally controlled trailer overnight with the power supplies on charge and the crew returns to the logistics base for the night. A Safety & Mission Readiness Review (MRR) is held by the XSO (EXOS Safety Officer) for all involved parties … payload providers, observers, range personnel, EMD, fire & security. This review is to ensure that all parties understand the inherent dangers and risks associated with the launch and to concur that there are no obstacles remaining that would prevent launch.

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The day of launch, the launch team and other involved parties convoy to the launch pads with an arrival time NLT two hours prior to launch. The first hour is spent preparing the vehicle for roll out to the launch pad, installation checkout of the payload(s) and recovery systems. The second hour is spent running through the pre-flight checklist to ensure that all safety systems are functioning as designed and loading propellants and pressurant. During these pre-launch activities the XSO is liaising with the FAA and range safety personnel and evaluating the local weather conditions to ensure that the conditions are suitable for safe launch and recovery of the vehicle. If all is in order the XSO conducts a countdown and launch is initiated by the XLC (EXOS Launch Control Officer. All involved parties who are not launch pad personnel are required to stay within a designated area close to a reinforced shelter. All third parties must be outside the 7-km radius circle that defines the Flight Hazard Area. The mission itself lasts approximately 20-minutes and involved parties are routinely advised of progress by radio. Once the vehicle has landed the XLC continues the checklist and the pad crew returns to the vehicle. After removing any residual propellants and pressurant, downloading hi-res data and powering down the vehicle, the XLC calls “Flight Secure” at which time, after concurrence and approval by the XSO and RSO (Spaceport America Range Safety Officer), involved parties can approach the vehicle. Typically the vehicle itself is removed to the launch area where the payload providers can remove their payloads under the instruction of EXOS engineers. The launch team will then stow all the equipment including the launch vehicle with the goal of departing the launch site by the end of the day. In the event of a scrub for either technical or weather problems, the above schedule is repeated the following day. Longer delays will have to be rescheduled with the FAA, WSMR and the Spaceport authorities and could be as far as 30-days out (unless other flights are already scheduled for the following weekend) in which case we may be able to support the launch within the following weekends window.

6. ITAR 6.1. The U.S. Government views the sale, export, and re-transfer of defense articles and defense services as an

integral part of safeguarding U.S. national security and furthering U.S. foreign policy objectives. The Directorate of Defense Trade Controls (DDTC), in accordance with 22 U.S.C. 2778-2780 of the Arms Export Control Act (AECA) and the International Traffic in Arms Regulations (ITAR) (22 CFR Parts 120-130), is charged with controlling the export and temporary import of defense articles and defense services covered by the United States Munitions List (USML). EXOS takes its responsibilities under the ITAR regulations very seriously. Fortunately, the technologies and hardware involved are for the most part “off the shelf” and only a few items are considered ITAR sensitive. To protect these technologies EXOS has developed an operational protocol described below.

6.2 The items considered as potentially ITAR sensitive are;

❖ Unrestricted GPS ❖ Engine Design & Injector Technology ❖ Detailed Mission Telemetry

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To protect the GPS, the unique, one-time unlock codes are installed at the EXOS R&D facility and neither recorded nor kept with the vehicle. The GPS itself is installed in the vehicle and is only accessible to EXOS personnel.

No photographs of the engine internal configuration are allowed and the engine nozzle will be covered until the vehicle is physically on the launch pad at which time the EXOS pad crew will remove it for flight. The recovery team will re-install the cover before other parties are allowed to approach the vehicle.

The high-resolution telemetry data stream is available only to EXOS and FAA/AST for mission analysis. Payload providers will be provided “sanitized” data in graphical format that meets their mission requirements for validation of the scientific experiment.

All involved parties including foreign nationals who will be present at the launch will be required to attend a Mission Readiness Review (MRR) at which time the above protocol will be explained. For the duration of the mission, including pre-launch and post-launch, the EXOS will be responsible for ensuring that the above protocol is followed.

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7. REVISION HISTORY REV NO DATE DESCRIPTION APPROVED

0 10th March 2015

Preliminary Draft Release. SARG performance based on extrapolation of STIG B flight data.

NM (IGM)

1 11th March 2015

Updated references to new software & flight code JQ (EXOS)

2 11th March 2015

Name correction JQ (EXOS)

3 11th March 201 Updated graphs & other inserts. NM (IGM)

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Export Cleared Version:

1.0 - Produced 5/17/16 - Chapter 1, Section 1.2 and all of Chapter 2 removed from document to comply with export control.