XCOR Lynx Payload User's Guide

XCOR Lynx Payload User’s Guide Date: September 16, 2013 -- v.4 Page 1 of 52

XCOR Lynx Payload User’s Guide

Version 4

Release September 16, 2013 XCOR Aerospace, Inc. P.O. Box 1163 Mojave, California 93502 +1-661-824-4714 www.xcor.com

©2013, XCOR Aerospace, Inc. Approved for Public Release. All Rights Reserved Cleared for Open Publication by Office of Security Review. 12-S-1840 XCOR Lynx Payload User’s Guide Date: September 16, 2013 -- v.4 Page 2 of 52

TABLE OF CONTENTS

1 INTRODUCTION ...... 9

1.1 Geographical location served...... 9

1.2 Payload integration ...... 9

1.3 XCOR respects your intellectual property rights...... 10

2 LYNX VEHICLE OVERVIEW ...... 10

2.1 Suborbital and orbital mission options ...... 10

2.2 Description ...... 12

2.2.1 Lynx Mark I Prototype Vehicle ...... 12

2.2.2 Lynx Mark II Production Vehicle...... 12

2.2.3 Lynx Mark III Derivative Vehicle ...... 12

2.3 Flight profile ...... 12

2.3.1 Lynx Mark I ...... 12

2.3.2 Lynx Mark II...... 14

2.3.3 Lynx Mark III ...... 16

2.4 In-flight maneuvers for payload positioning...... 17

2.5 Vehicle flight turnaround time...... 17

3 TYPE OF PAYLOADS ...... 17

3.1 Difference between primary and secondary payloads ...... 17

3.2 Payload locations, masses, dimensions...... 17

3.3 Payload A: Aft of the Pilot...... 20

3.4 Payload B: Beside Pilot ...... 22

3.5 Payloads CP and CS: Cowling Port and Cowling Starboard ...... 24

3.6 Payload D: Dorsal Pod...... 25

3.7 Environment for in-cabin payloads...... 29

3.7.1 Acoustic ...... 29

3.7.2 Forces ...... 29

3.7.3 Temperature ...... 30

3.7.4 Air pressure ...... 30

3.7.5 Air composition ...... 30

3.7.6 Humidity ...... 30

3.7.7 Radiation ...... 30

3.7.8 Contamination/cleanliness ...... 30

3.7.9 Vibration ...... 31

3.8 Environment for external payloads ...... 31

3.8.1 Acoustic ...... 31

3.8.2 Forces ...... 32

3.8.3 Temperature ...... 32

3.8.4 Pressure ...... 32

3.8.5 Air density...... 32

3.8.6 Humidity ...... 32

3.8.7 Radiation ...... 32

3.8.8 Contamination/cleanliness ...... 32

3.8.9 Vibration ...... 32

3.9 Forces throughout flight...... 33

3.9.1 Vehicle coordinate system ...... 33

3.9.2 Forces ...... 33

3.9.3 Micro-g Envelope ...... 34

4 SERVICES AND INTERFACES PROVIDED TO PAYLOADS ...... 36

4.1 Payload actuation and release ...... 36

4.2 Electrical power ...... 37

4.3 Voice and data communication...... 38

4.4 Data recording and telemetry ...... 38

4.5 In-cabin temperature control...... 39

4.6 Positioning accuracy and stabilization control ...... 39

4.7 In-cabin cameras ...... 39

4.8 Cryogenic gaseous nitrogen ...... 40

5 PAYLOAD DESIGN REQUIREMENT ...... 40

5.1 Pre- and post-flight environment ...... 40

5.2 Structural interfaces ...... 40

5.2.1 Vehicle connection to Payload B (beside pilot)...... 40

5.2.2 Vehicle connection to Payloads CP and CS (cowling) ...... 41

5.2.3 Vehicle connection to Payload D (dorsal pod) ...... 41

5.3 Structural materials ...... 41

5.4 Fasteners ...... 41

5.5 Design loads...... 41

5.6 Crash loads...... 42

5.7 Payload center of gravity limits ...... 42

5.8 Forbidden materials ...... 42

5.9 Spill control...... 42

5.10 Debris ...... 43

5.11 Pressure vessels certification ...... 43

5.12 Fail-safing ...... 43

5.13 Venting gases and air sampling ...... 43

5.14 Lasers ...... 43

5.15 Electromagnetic interference ...... 43

5.16 Legal and ethical compliance...... 44

5.17 Payload handling...... 44

5.18 Payload readiness testing ...... 44

5.19 Documentation prior to payload acceptance ...... 44

6 GROUND OPERATIONS ...... 45

6.1 Shipping and receiving ...... 45

6.2 Payload storage ...... 45

6.3 Personnel escort ...... 45

6.4 Handling equipment (forklifts, hoists, hand tools, etc)...... 45

6.5 Vehicle access ...... 46

6.6 Facilities use...... 46

6.7 Ground safety...... 46

6.8 Mojave Air and Space Port infrastructure ...... 46

7 FLIGHT OPERATIONS ...... 46

7.1 Visibility and wind...... 46

7.2 Payload specialist certification ...... 47

7.3 Day of flight: typical flight operations timeline ...... 47

8 FLIGHT REQUEST PROCECURES...... 48

8.1 Flight request timeline ...... 48

8.2 Flight request procedure...... 48

9 Appendices...... 50

9.1 Terms and acronyms used in this document ...... 50

9.2 Index of Figures ...... 51

9.3 Index of Tables ...... 51

CHANGE RECORD/LIST OF EFFECTED PAGES

Date Version Description February 2012 3b Initial release September 2012 3c All • Minor corrections throughout Table of Contents • Added designations to Lynx vehicles, i.e. Mark I Prototype Vehicle (Section 2.2) Section 2 • Updated date payload missions begin (Figure 2-1) • Revised table numbers (i.e., Table 2.2.1 changed to 2-1) Section 3 • Added payload mass for Payload A (Section 3.3) • Deleted duplicate paragraph (Section 3.3) Section 4 • None Section 5 • Moved payload acceptance documentation from Appendices to Section 9 (Section 5.19) Section 6 • Corrected reference to “handling equipment” to read Section 6.4; was Section 7.4 (Section 6.6) Tables • Added Table 2-1 April 2013 3d All • Minor corrections throughout • Revised table and figure numbers Section 2 • Updated Mark I payload mission dates, vehicle altitude (Section 2.1 and Table 2-1), and low acceleration (Table 2-1) • Renamed Figure 2-1 to Table 2-1. • Updated Mark I elapsed time data and flight milestone descriptions (Table 2-3, was Table 2-2) • Updated Mark I vehicle image and background illustration (Figure 2-2, was 2-3) • Revised chart to be high resolution image; data remains same (Figure 2- 3, was 2-4) • Added combined Lynx Mark I flight profile z-axis and x-axis force data into one graph (Figure 2-4) • Deleted Lynx Mark I flight profile z-axis force chart (Figure 2-5) • Deleted Lynx Mark I flight profile x-axis force chart (Figure 2-6) • Updated Mark II elapsed time data and flight milestone descriptions (Table 2-4, was Table 2-3) • Updated Mark I vehicle image and background illustration (Figure 2-5, was 2-7) • Revised image to be high resolution; data remains same (Figure 2-6, was

2-8) • Added combined Lynx Mark II flight profile z-axis and x-axis force data into one graph (Figure 2-7) • Deleted Lynx Mark II flight profile z-axis force chart (Figure 2-9) • Deleted Lynx Mark I flight profile x-axis force chart (Figure 2-10) • Revised artwork in Mark III profile illustration (Figure was 2-11, now 2-9) • Deleted Figure 2-13 placeholder • Revised Figure 2-11 caption to include Z-axis Section 3 • Revised number of payload locations outside cabin from two to three (Section 3.2) • Clarified beside-pilot payload location full allowable mass (Section 3.2) • Updated payload mounting brackets and patterns status (Section 3.3) • Added 19 inch rack interior depth (Section 3.4) • Added orientation information for 19 inch rack (Figure 3-5 caption) • Deleted incorrect measurements for middeck lockers (Section 3.4) • Updated payload mounting brackets and patterns status (Section 3.4) • Updated payload mounting brackets and patterns status (Section 3.5) • Capitalized word Dorsal Pod (Section 3.6) • Deleted image and inserted one of higher resolution (Figure 3-8) • Updated vehicle design (Figure 3-11) • Added in cabin vibration tests will be conducted early in the Lynx flight test program (Section 3.7.9 and 3.8.9) • Added reentry vector for Payloads A and B and maximum acceleration (Figure 3.9.2) • Revised Micro-g mission profile for Payloads A and B (Section 3.9.3) • Added graphs for Mark I and Mark II Payloads A and B estimated micro-g levels Figures 3-14, 3-15, 3-16, 3-17 (Section 3.9.3) Section 4 • Clarified pilot actuation (Section 4.1) • Updated pilot actuation and launch interfaces (Section 4.1) • Revised nominal voltage from 24 to 28 (Section 4.2) • Added information about additional batteries with recommendations (Section 4.2) Section 5 • Revised Mojave hangar maximum temperature (Section 5.1) Section 9 • Revised definitions of Ogive and TPS (Section 9.1) • Payload quick reference data sheet (Section 9.2), hazard source check list (Section 9.3) ground support requirements (Section 9.4) changed to writable pdf single flight request procedure form and moved to end of document August 2013 4 All • Minor corrections throughout • Revised table and figure numbers Section 2

• Revised Mark I nominal altitude (Section 2.1) • Revised dates of payload missions and length of time payload in low gravity (Table 2-1) • Updated gross weight of Mark I (Table 2-2) • Updated Mark I mission flight sequence time (Table 2-3) • Deleted graph of Typical Mark I Flight Profile Vehicle Z axis and X-axis force (was Figure 2-4) • Updated Mark II mission flight sequence time (Table 2-4) • Deleted graph of Typical Mark II Flight Profile Vehicle Z axis and X- axis force (was Figure 2-7) Section 3 • Revised all of Section 3.9.3 and related figures (Figures 3-14 and 3-15)

VERSION RELEASE AND APPROVAL

Doc. Version Process Owner Date Approved 4 K. Rodway 9/16/13 AN

1 INTRODUCTION The Lynx Payload User’s Guide is designed to provide XCOR customers with information about services, interfaces, and packaging requirements for non-USML (United States Munitions List) experiments and payloads that will use and interface with the XCOR Lynx suborbital vehicle support systems (electrical, data, environmental, and mechanical). It is a living document subject to change. XCOR actively seeks comments on how to improve this document.

1.1 Geographical location served XCOR Aerospace is located at the Mojave Air and Space Port in Mojave, California. In the future, XCOR will have more R&D, manufacturing and operational locations, such as an R&D center in Midland, Texas. Additionally, the Lynx is capable of operating from any FAA certified spaceport. Should a customer wish to have the Lynx fly from a different location than Mojave or one of our announced regions, please inquire.

1.2 Payload integration An independent payload integration service provider (“Integrator” or “Payload Integrator”) approved by XCOR may facilitate a customer’s, experimenter’s, researcher’s or payload developer’s (collectively called “Customer” or “Researcher”) efforts to perform the steps required to transform an experiment into a payload, or a customer with the requisite skill sets may act alone in this regard. Some of these steps are: determination of safety and hazards, electrical power matching, environmental checks, flight manifest scheduling, and ensure any unique requirements of the experiment are addressed. Customers will generally be responsible for the design, build, test, and data recording and analyses of their experiments, although they may choose to request the Integrator or a third party to perform these efforts.

XCOR will provide suborbital flight, payload processing and related support services to payload users through a number of independent Payload Integrators who have undergone XCOR screening and specialize in payload integration. Some of the Payload Integrators may have special expertise in one or several disciplines such as atmospheric science, physics, microgravity research, planetary science, earth observation, life sciences, or education and public outreach, to name just a few. XCOR’s Payload Integrators will typically work with customers to prepare payloads according to XCOR vehicle requirements. In addition, the Payload Integrators will familiarize potential researchers with the payload mission process and provide program advice. XCOR will be responsible for the placement of the payload into the Lynx, flying the experiment on a mutually

agreed upon trajectory, and returning the payload to the researcher or Payload Integrator (as directed) on conclusion of the flight.

XCOR’s Payload Integrators will perform payload integration management and engineering services according to the needs of the researcher. These services may include, but are not limited to: program management, meetings, reviews, performance of facilities management tasks, engineering services, design services, fabrication services, technician services, analysis services, regulatory review, advising of payload researcher, assisting payload researcher with logistical issues, or other such services. XCOR will provide some experiment-related facilities, including utilities, work space, and certain equipment for temporary use by the payload researchers when at XCOR for flight operations.

Until such relationships with an independent Payload Integrators are established by the researcher, experimenters will typically work directly with XCOR.

1.3 XCOR respects your intellectual property rights XCOR and our Payload Integrators will respect the intellectual property rights of our payload clients. XCOR will work with clients to find a mutually agreeable confidentiality solution. For example, XCOR and Payload Integrator personnel will sign non-disclosure agreements and preserve payload confidentiality when requested. Payload loading and unloading can be performed out of public sight.

2 LYNX VEHICLE OVERVIEW The data in this document refer to three variations of the Lynx vehicle: Lynx Mark I, Lynx Mark II, and Lynx Mark III. The specific vehicle is noted when the data differs. The physical configuration of Lynx Mark I and Mark II vehicles is the same. Lynx Mark I, the first vehicle produced, is a prototype vehicle that will be put into commercial service upon completion of its flight test regime. It has lower performance than the Lynx Mark II, the production version of the Lynx. Lynx Mark III is a derivative vehicle specially designed to carry an external, top-mounted, dorsal pod suitable for outsized experiment carriage.

2.1 Suborbital and orbital mission options Lynx Mark I, which is in fabrication and anticipated to carry its first payloads in 2014, will fly suborbital experiments to an altitude of approximately ~190,000 feet (~58 km). Lynx Mark II, which will be available 12-18 months later, will fly a suborbital trajectory to a higher altitude, up to ~330,000 feet (~100+ km). Lynx Mark III will carry larger

experiments or be able to launch payloads destined for low Earth orbit (LEO) using an expendable upper stage, and will follow Mark II availability.

SERVICE LYNX MARK I LYNX MARK II LYNX MARK III PROVIDED Payload destination Suborbital Suborbital Suborbital or Orbital Date payload missions Low altitude: Low altitude: Low altitude: TBD begin 2Q 2014 3Q 2015 or later High altitude: TBD High altitude: High altitude: 4Q 2014 4Q 2015 or later Nominal vehicle altitude 58 km (190,000 ft) 100 km (330,000 ft) 100 km (330,000 ft) Length of time payload 105 seconds at or 194 seconds at or below 194 seconds at or below is in low gravity below 10-1 g (see 10-1 g (see Figure 3-15) 10-1 g Figure 3-14) Typical orbital altitude / Not applicable Not applicable 400 km circular orbit, 28 trajectory available degree inclination for a 15 (sample payload mass) kg payload on XCOR expendable upper stage Table 2-1: Comparison of missions by Lynx vehicle type

Figure 2-1: Lynx Mark I/II vehicle (illustration)

2.2 Description

2.2.1 Lynx Mark I Prototype Vehicle

XCOR’s Lynx Mark I (prototype) suborbital vehicle is a two-seat manned vehicle with a double-delta wing and twin outboard vertical tails. The vehicle is flown by one pilot without computer assistance, except guidance and navigation displays.

Lynx takes off and lands horizontally like an airplane from a spaceport runway using a three-wheel retractable landing gear. The Lynx airframe is composed of all composite materials with a thermal protection system (TPS) added to the nose and leading edges. The wing area is sized for landing at moderate touchdown speeds.

LYNX DIMENSIONS (APPROXIMATE) Length 335 inches (8.51 m) Span 290 inches (7.3 m) Height 88 inches (2.2 m) gear extended Gross weight 11500 lbm (5200 kg) Table 2-2: Lynx Mark I dimensions

2.2.2 Lynx Mark II Production Vehicle For payload spaces, both externally and internally, the Lynx Mark I and Lynx Mark II have the same dimensions, as described above, except the Mark II will typically weigh approximately 5000 kg at engine ignition. Performance enhancements allow the Lynx Mark II to reach higher altitudes and carry heavier payloads.

2.2.3 Lynx Mark III Derivative Vehicle Lynx Mark III is the Mark II modified to carry a 650 kg payload on top of the vehicle in place of internally carried payload mass. The larger Mark III fairing can hold upper stages capable of inserting a micro- or nano-satellite into LEO, or carry an oversized payload experiment, space telescope, or other remote sensing device to name a few envisioned uses.

2.3 Flight profile

2.3.1 Lynx Mark I

Lynx Mark I flies in the following mission flight sequence, allowing for variation due to winds and other environmental factors.

ELAPSED TIME LYNX MARK I FLIGHT MILESTONES (SECONDS) 0:00 Engine start on runway 17 Take off from ground 169 All engines shut down. Vehicle maintains upward trajectory. 182 Begin low-acceleration period at or below 10-1 g 236 Apogee at 58 km (190,000 ft). Begins free fall downwards. 287 Acceleration exceeds 10-1 g 306 Onset of pullout acceleration of 1g 1300 (approx.) Touchdown on runway Table 2-3: Typical Lynx Mark I mission flight sequence, time in seconds

Figure 2-2: Typical Lynx Mark I flight profile illustration

Figure 2-3: Typical Lynx Mark I flight profile - Altitude (km)

2.3.2 Lynx Mark II The Lynx Mark II flies the same flight sequence as the Lynx Mark I, with the exception that Mark II is under thrust for a longer time, reaches a higher apogee, and takes longer to return to the ground. The typical Lynx Mark II mission profile provides a longer duration of low-acceleration and a lower minimum acceleration than the Lynx Mark I mission profile.

ELAPSED TIME LYNX MARK II FLIGHT MILESTONE (SECONDS) 0 Four engines start. 17 Take off from ground after 660 m roll. 205 All engines shut down. Vehicle maintains upward trajectory. 245 Begin low-gravity period at or below 0.001go. 300 Apogee at ~100km (330,000 ft). Begins free fall downward. 374 End low-gravity period. 1500 (approx) Touchdown on runway. Table 2-4: Typical Lynx Mark II mission flight sequence, time in seconds

Figure 2-4: Typical Lynx Mark II flight profile illustration

Figure 2-5: Typical Lynx Mark II flight profile - Altitude (km)

2.3.3 Lynx Mark III The Lynx Mark III flies a similar flight sequence as the Lynx Mark I, with the exception that Mark III is under thrust for a longer time, reaches a higher apogee, and takes longer to return to the ground. This Lynx Mark III mission profile provides a longer duration of low-acceleration and a lower minimum acceleration than the Lynx Mark I mission profile and also has the ability to open the large pod to expose payloads to the vacuum or low density air of the upper atmosphere.

TBD Figure 2-6: Typical Lynx Mark III mission flight sequence, time in seconds

Figure 2-7: Projected Lynx Mark III flight profile

TBD Figure 2-8: Typical Lynx Mark III flight profile - Altitude (km)

2.4 In‐flight maneuvers for payload positioning When aerodynamic Q is sufficient, the pilot positions the vehicle by manually activating Lynx power-assisted elevon and rudder controls, trim flaps, and drag brakes.

When aerodynamic Q is too low to support vehicle control, the pilot manually controls pitch, yaw, and roll with two independent reaction control systems (RCS), each with six 2 180 N (40 lbf) engines that provide angular acceleration of approximately 15 degrees/sec when used alone. Lynx can orient in any direction and stabilize within 10 seconds. At some time during the free fall portion of the flight, the vehicle must reorient from a nose- up to a nose-down attitude for reentry. The payload user may choose when this happens during the coast, within the constraints of pilot workload and safety.

The Lynx is designed to be aerodynamically stable throughout its subsonic, transonic, supersonic, and hypersonic flight profile.

2.5 Vehicle flight turnaround time Turnaround time between flights, including payload exchange typically takes two hours or less, although at the beginning of our flight history, this period may be longer.

3 TYPE OF PAYLOADS Lynx can carry in-cabin and external payloads, as well as a space flight participant, who could be the experimenter. Lynx Mark I and II total payload mass is up to 280 kg. Lynx Mark III total payload mass can range up to 650 kg. Heavier payloads decrease the mission’s altitude and reduce the duration of low acceleration shown earlier.

3.1 Difference between primary and secondary payloads XCOR distinguishes between primary and secondary payloads on the Lynx vehicle. Primary payloads determine the flight trajectory, date and mission objectives. Secondary payloads are manifested with a primary payload, which may be a spaceflight participant, and do not control the flight date, trajectory or mission objectives.

3.2 Payload locations, masses, dimensions Lynx offers four distinct payload integration locations, two in the cabin and three outside the cabin in external unpressurized volumes. All payloads must be secured in containers that meet XCOR requirements for size, strength, containment, vehicle safety, and secure integration. Final payload mass and dimensions should be measured when the payload is fully installed in its container. Total mass must include tethers, cabling and other

equipment not normally carried by the Lynx vehicle. Some payloads, notably Payload B (beside pilot) and Payload D (dorsal pod) will need to fit within specified center of gravity (CG) limits to be defined.

To reach nominal maximum altitude and nominal low-gravity duration for Lynx missions, the use of some locations at full allowable mass precludes the use of others, as described in the following table. In some cases, however, tradeoffs could be made to carry greater payload masses at the expense of flight performance. In all cases, the beside-pilot payload location can be filled by either a spaceflight participant or an experimental payload rack, but not both.

LOCATION IN CABIN OR LYNX MARK I & LYNX MARK III LIMITS TO OTHER EXTERNAL? II PAYLOADS Payload A In Cabin 20 kg maximum 20 kg maximum No limitations on other Aft of pilot 45 cm height x 41 cm 45 cm height x 41 cm payloads. (secondary) width. Bottom depth width. Bottom depth is is 40 cm. Top depth 40 cm. Top depth is 14 is 14 cm. (Shape is a cm. (Shape is a right right triangular prism triangular prism with with the top cut off, the top cut off, tucked tucked behind the behind the pilot’s pilot’s reclining seat.) reclining seat.) Payload B In Cabin 120 kg maximum 120 kg maximum Precludes carrying a space 1 1 Beside pilot Standard 19” EIA Standard 19” EIA flight participant. (primary) 14U rack (41 cm 14U rack (41 cm Kg for kg, this payload depth) or chassis for depth) or chassis for reduces the allowable mass two Space Shuttle two Space Shuttle for all other payloads. mid-deck lockers mid-deck lockers Payloads CP & CS External 2 kg each 2 kg each No limitations on other Cowling – port and 15 cm diameter x 20 15 cm diameter x 20 payloads starboard cm depth (fits a cm long (fits a double (secondary) double CubeSat CubeSat) Payload D External Not Applicable 650 kg maximum at Kg for kg, this payload Dorsal pod second stage ignition reduces the allowable mass (primary) Cylindrical volume 76 for all other payloads. cm diameter x 340 cm Maximum mass precludes total length all other payloads. Table 3-1: Payload integration locations on Lynx vehicles

1Electronic Industries Alliance EIA-310-D, Cabinets, Racks, Panels, and Associated Equipment, dated

September 1992. (Latest Standard Now REV E 1996)

These payload integration locations are shown in Figures 3-1 and 3-2. NOTE: payload dimensions provided are subject to change during Lynx development.

Figure 3-1: Lynx payload integration location overview

Figure 3-2: Expanded view of in-cabin payload integration locations details

3.3 Payload A: Aft of the Pilot Payload A is latched to the airline seat track aft of the pilot’s seat and in front of the pressure dome. The shape, a right-triangular volume with the top cut off, is 45 cm high by 40.5 cm wide (roughly the width of the pilot’s seat). At the bottom, the space is 40 cm deep, extending aft. At the top, the space is only 14 cm deep, extending aft. Payload mass is 20 kg.

Figure 3-3: In-cabin behind-pilot payload (shown in cm)

If the experimenter is fabricating the structure, these are the maximum outline dimensions. XCOR intends to eventually offer a prefabricated box, which is able to slot in three or four standard-size small boxes to spec (see Figure 3-4). XCOR will make the internal dimensions available after the container is designed.

Figure 3-4: In-cabin behind-pilot payload

The container will be enclosed on all sides unless specifically required by the experiment, such as for thermal management. If needed the access panel can be sealed with a gasket. The payload will be loaded into the cabin before the pilot’s final briefing.

At this time XCOR plans for the only crew access to the payload during flight to be a payload on/off switch located on the pilot’s instrument panel. A payload specialist could potentially control the payload during flight using a control panel located on the right side armrest. For more information on the control panel see Section 4.1 – Payload Actuation and Release.

Mounting brackets and patterns are being finalized during Lynx development.

3.4 Payload B: Beside Pilot Payload B is placed in the area normally occupied by the space flight participant’s or payload specialist’s seat. The right seat is removed and an experiment rack is installed in the space, locked on by standard commercial airliner seat tracks integrated into the Lynx airframe. The experiment will be contained in a standard 19-inch 14U electronics rack, a payload container that stows two Space Shuttle mid-deck lockers, or a custom unit designed by the experimenter that fits within the area specifications. The maximum mass of Payload B while maintaining published vehicle performance is 120 kilograms including the rack, experiment and all components. Higher mass may be taken, but may impact vehicle performance such as time in high quality micro-gravity.

• Standard 19-inch 14U electronics rack: An off-the-shelf 14U rack2 (shown in Figure 3-5) offers 24.5 inches height and includes a rack 19 inches wide and 20 inches deep with 19 inches of useable space in the interior depth. Each “U” unit is 1.75 inches high; experiments can span one or more units. Multiple experiments could be housed in a single 14U rack.

Figure 3-5: Payload B 19-inch 14U electronics rack. Dimensions in [cm] and inches. Open side is vehicle forward.

• A container housing two Space Shuttle Orbiter middeck lockers (Figure 3-6): This payload will place two middeck lockers one above the other in an obstacle-free volume. For more information about the middeck locker, view Middeck Interface Definition Document NSTS-21000-IDD-MDK (January 6, 1997).

2Electronic Industries Alliance EIA-310-D, Cabinets, Racks, Panels, and Associated Equipment, dated

September 1992. (Latest Standard Now REV E 1996)

Figure 3-6: A US Space Shuttle Orbiter middeck locker. Image from NSTS-21000-IDD-MDK (January 6, 1997). Dimensions in inches.

Mounting brackets and patterns are being finalized during Lynx development.

3.5 Payloads CP and CS: Cowling Port and Cowling Starboard Two cowling payloads can be carried on each flight, one on each side of the vehicle in the aft cowling, external to the cabin. Payloads CP and CS each hold a double CubeSat (10 x 10 x 20 cm) or a cylindrical volume that encloses two CubeSats stacked end-to-end (15 cm diameter x 20 cm length) (see Figure 3-7). Maximum mass for each payload is 2 kg. These payloads will be loaded and secured in the cowling ports before the pilot’s final briefing. No environmental controls are provided to this external payload, except a port hatch. The area is vented to the outside and is not pressurized, heated, or cooled.

The aft-fairing ports can hinge open at a designated point in flight, if requested. A cowling payload can ride the entire mission in its location or, with regulatory and safety approvals, be deployed with a spring launcher at a specific point in the flight. Contact us to discuss ejecting a payload from this location.

Figure 3-7: External dimensions payload CP or CS fits a double CubeSat, dimensions in cm

Mounting points are being finalized during Lynx development.

3.6 Payload D: Dorsal Pod Payload D will be mounted on top of the Lynx, inside the external Lynx dorsal pod fairing. This payload can remain in place during flight or be launched by the pilot at the appropriate altitude and trajectory. The Lynx vehicles offer two dorsal pod options: a small dorsal pod and a large dorsal pod. The Mark I could hold a small dorsal pod and payload (up to 280 kg total); only the Lynx Mark III can carry the larger dorsal pod. XCOR provides the dorsal pod; the Lynx Mark II will not have a dorsal pod.

Figure 3-8: Dorsal pod on top of Lynx Mark III carrying Atsa Suborbital Observatory (illustration)

No environmental controls are provided to Payload D except the fairing cover. The pod is vented to the outside and the area is not pressurized, heated, or cooled. The 28V nominal power (per MIL-STD-704) is available for the experimenter to add heat or cooling directly to the payload.

The Payload D volume contains a cylindrical collar. The payload area extends past the aft-end of the cylindrical collar; Y and Z dimensions are reduced due to the tapering of the fairing cover. The payload area also extends fore of the cylindrical collar; the Y and Z dimensions of this volume are reduced by the fairing cover (see Figure 3-9 and Figure 3-10).

Figure 3-9: Dorsal Pod container dimensions (in cm; Lynx Mark III only)

Figure 3-10: Dorsal Pod with upper stage and payload (example payload; dimensions in cm; Lynx Mark III only)

The dorsal pod has two hinged sections: the nose of the pod is hinged to open fore, and the rear of the pod is hinged to open aft. The cover in the middle does not open. The payload is loaded by sliding it in axially from the nose of the vehicle.

A payload to be launched can be held in place by spanning an aft ring and a fore tab. The fore tab is engaged when the fore fairing cover is closed. The forward tab is released when the fore fairing cover is opened. The aft cover would also be opened to allow rocket-powered launch of the payload.

Payloads that will not be launched can be held in place by spanning the aft ring and fore tab. Alternatively, the payload can be bolted to the aft ring or held in place with a 3.8 cm (1.5-inch) diameter clamp.

Payload D may be launched in one of three ways: • A payload-supplied spring, sized to payload requirements • Gas pressurization, supplied by the vehicle • An upper-stage developed by XCOR.

Launched payloads will not be retrieved by the vehicle.

The tradeoff between payload mass and upper stage (propellant) mass will directly influence the altitude achieved by the payload. A lighter payload can afford a larger stage to reach higher altitude. A larger payload is limited to a smaller upper stage.

PAYLOAD D DORSAL POD Vehicle compatibility Mark III Volume under dorsal pod for 76 cm diameter x 340 cm the payload and stage(s) total length. See Figure 3-9 Payload-only volume for See Figure 3-10 launched payload (typical sizing; tradeoffs available)

Payload separation options Spring Gas Rocket-powered stage(s) Maximum combined weight 650 kg of payload and stage(s) Typical altitude / trajectory 400 km circular orbit, 28 (inquire about specific degree inclined orbit for a requirements) 15 kg payload on an XCOR expended upper stage Table 3-2: Dorsal pod payload capabilities

Figure 3-11: Payload with suborbital upper stage microsatellite launched from Mark III dorsal pod (illustration)

Mounting brackets and patterns will be determined during Lynx Mark III development.

3.7 Environment for in‐cabin payloads The following describes the environment for the in-cabin Payload A (aft of pilot) and Payload B (beside pilot). In general, the cabin is noisy until main engine cutoff, but otherwise comfortable for living things. It is pressurized and temperature controlled. The pilot and spaceflight participant or payload specialist will be fitted with pressure suits; they will not normally breathe from or exhale into the cabin environment.

3.7.1 Acoustic

Acoustic levels inside Lynx during flight are expected to be similar to those inside a single-engine general aviation airplane. Once specific levels are known this information will be added to this document.

3.7.2 Forces

See Section 3.9 – Forces throughout flight.

3.7.3 Temperature

The temperature inside the cabin is maintained throughout the flight at roughly room temperature, approximately 20oC (68oF). Due to temperature swings in the Mojave Desert pre- and post-flight cabin, ground, and hangar temperatures can easily range from 0 to 45oC (32 to110oF) or greater. Direct sun and UV may heat in-cabin payloads through Lynx windows or open doors to higher temperatures. If operated from other locations one can anticipate similar temperature swings as found in that location.

3.7.4 Air pressure

The pressure inside the cabin will be maintained similar to a commercial passenger airliner. Cabin operational pressure is 72.4 KPa (10.5 psi or equivalent to 9000 ft) ± 2.7 KPa (0.4 psi). However there is the possibility of sudden cabin depressurization (just as there is on a commercial airliner) and the payload must be designed to not create a hazard for the pilot or any participant in a depressurization scenario.

3.7.5 Air composition

The Lynx maintains the partial pressure of oxygen (pO2) between preset limits, similar to that at Earth standard sea level (21 KPa). Maintaining the partial pressure of oxygen does not maintain the same ratio of oxygen to other gases as normal air.

3.7.6 Humidity

Humidity will start at Mojave ambient, which is twenty to thirty per cent. Internal environmental control (ECLSS) shall be maintained at no greater than fifty per cent during flight. If operated from other locations one can anticipate similar humidity swings as found in that location.

3.7.7 Radiation

No particular radiation shielding will be installed on Lynx. However, crew cabin windows are nominal six millimeters of acrylic plastic and pressure vessel is nominal two millimeters of carbon epoxy. Additional radiation shielding could be provided at payload users expense.

3.7.8 Contamination/cleanliness

The ascent environment will be Mojave ambient. After re-entry, the cabin will be repressurized with ambient air. If anything greater than Mojave ambient is required then the payload experimenter should consult XCOR.

3.7.9 Vibration

XCOR will characterize the in-cabin vibration environment early in the Lynx flight test program. The Lynx does not use solid or hybrid rocket motors nor pyrotechnic devices. The shock and vibration environment is expected to be less than a piston-propeller-driven airplane and significantly less than the Space Shuttle.

Lynx will be towed down the taxiway, with bumps, jostles, and turns. XCOR will characterize this vibration in early flight test operations. Lynx will operate in winds of 30 knots or less, and in crosswinds up to 20 knots.

Figure 3-12: Early morning flight. Lynx is towed out of hangar prior to fueling (illustration)

3.8 Environment for external payloads The following describes the environment for the external Payloads CP and CS, and Payload D (dorsal pod). These areas are outside the cabin and exposed to the environment. They are shielded by vehicle cowlings and any protection provided by your payload container.

3.8.1 Acoustic

External payloads will experience noise from wind and engines beyond the level experienced by in-cabin payloads.

3.8.2 Forces

See Section 3.9 – Forces throughout flight.

3.8.3 Temperature

External payloads are not temperature controlled and will experience ambient temperature variations, which could exceed 50ºC (120ºF) on the ground in Mojave. Pre- and post-flight cabin, ground, and hangar temperatures can easily range from 0oC (32oF) to 50oC (120oF). If operated from other locations one can anticipate similar temperature swings as found in that location. Payload spaces during flight will experience extreme cold as altitude increases.

3.8.4 Pressure

Pressure outside the cabin is not controlled and will range from Mojave ambient on the ground to zero at apogee.

3.8.5 Air density

Air density will not be maintained for external payloads and is a function of altitude.

3.8.6 Humidity

External payloads will be exposed to ambient atmospheric humidity.

3.8.7 Radiation

No particular radiation shielding will be installed on Lynx. The upper stage pod and aft cowling will be composed of acrylic plastic and carbon epoxy. Additional radiation shielding can be provided at the payload user’s expense.

3.8.8 Contamination/cleanliness

The ascent environment will be Mojave ambient. The external payloads will not be held up to cabin pressure during low ambient. If anything greater than Mojave ambient is required then the payload experimenter should consult XCOR.

3.8.9 Vibration

XCOR will characterize the external vibration environment early in the Lynx flight test program.

3.9 Forces throughout flight

3.9.1 Vehicle coordinate system

The vehicle coordinate system used to describe the forces throughout the flight is shown in Figure 3-13.

Figure 3-13: Coordinate system shown at front of vehicle. See Figure 3-1 for complete image.

3.9.2 Forces

Initial forward thrust (-x direction) is less than 1 g and gradually builds to 2 g for Lynx Mark I, 2.5 g for Lynx Mark II, and TBD for Mark III before engines are cut off 3 minutes into flight. A low acceleration period near apogee is bounded before and after by medium accelerations suitable for uncaging and/or sample melting and experiments in thermal management. High acceleration loads (3.5 – 4.0 g) build up gradually, in the dive pullout. Runway landing is similar to that of a small business jet, yet unpowered.

Loads include a +3 g/-2 g limit envelope for the vehicle at maximum gross liftoff weight (GLOW) and a worst-case emergency pullout envelope of +8 g/-6 g at re-entry at main engine cutoff weight (MECO). Both cases load the structure to similar levels and include the effects of wind gusts.

In Lynx Mark II ascent, a maximum of approximately 400 knots indicated airspeed (KIAS) occurs between Mach 0.67 to Mach 0.72, and on reentry a similar indicated

airspeed is seen at the end of the pullout maneuver. Maximum indicated airspeed does not correspond to transonic speeds during either phase of flight.

Reentry g vector is approximately straight down (eyeballs down) for Lynx internal payloads (Payloads A and B) or spaceflight participant. Maximum acceleration is 20% forward.

Payloads in the Mark I and Mark II will experience the forces in flight as shown in the following table (payload forces for Mark III to be determined):

FORCES ON LYNX MARK I LYNX MARK I LYNX MARK II LYNX MARK II PAYLOADS X-AXIS Z-AXIS X-AXIS Z-AXIS Earth’s gravity at start of 1.0 g 1.0 g flight Initial thrust when engines -0.85 g -0.85 g start on ground Maximum thrust before -2.0 g -2.5 g engine cut off during flight Lowest acceleration and 10-1 g 10-6 g coast period, (free fall) Pull out from free fall 3.5 g 4.0 g Landing Similar to a small Similar to a small Similar to a small Similar to a small business jet [0.5 g] business jet [2 g] business jet [0.5 g] business jet [2 g] Table 3-3: Forces on payloads

3.9.3 Micro‐g Envelope

Lynx is capable of performing various maneuvers that maximize low acceleration. The micro-g profile (as estimated to date) for the primary internal payload (Payload B) in a typical mission is shown for Mark I (Figure 3-14) and Mark II (Figure 3-15). The Payload A profile is nearly identical.

Micro-g time given in the graphs begins after engine shutdown. Mark I is anticipated to achieve a total of 105 seconds at or below 10-1 g. The Mark I micro-g profile demonstrates the effects of the pilot pointing the nose of Lynx in the direction of the velocity vector. The initial seconds show nose up then the vehicle is in horizontal, and finally nose down to maximize micro-g time.

The duration of Mark II micro-g time is anticipated to be 194 seconds at or below 10-1 g. For the Mark II trajectory, the initial 20 seconds of the plot shows a pitch to horizontal,

then a 90 degree roll that puts the pilot’s window down and gives the vehicle an edge-on attitude for lowest drag.

These graphs illustrate the best estimate at this time for the Lynx micro-g envelope. These results are subject to change once the vehicle is flying and has demonstrated capabilities.

Figure 3-14: Lynx Mark I –Payload B estimated micro-g level vs. time (mission profile)

Figure 3-15: Lynx Mark II –Payload B estimated micro-g level vs. time (mission profile)

4 SERVICES AND INTERFACES PROVIDED TO PAYLOADS This section describes the services provided to payloads by the pilot and vehicle systems.

4.1 Payload actuation and release

The pilot will be able to actuate every payload with an on/off switch. However, in general, payloads will be autonomous and not under the control or the responsibility of the pilot. Discuss your payload actuation requirements with XCOR. A flight participant, but not the pilot, could interface with Payload A via a tethered control. The Pilot’s payload control options are detailed in Table 4-1 below.

PAYLOAD PILOT PILOT CONTROL OF PILOT CONTROL OF LOCATION CONTROL OF PAYLOAD ACTIVATION PAYLOAD RELEASE IN COWLING IN FLIGHT FLIGHT DOORS IN FLIGHT Payload A None, in cabin Power on None, in cabin (aft of pilot) Power off Payload B None, in cabin Power on None, in cabin (beside pilot) Power off Payloads CP Doors open and Power on Spring activated launcher is and CS doors close Power off automatically activated when the (cowling) commands CP and CS activated with payload doors are opened same switch CP and CS activated with same switch Payload D Doors open and Power on Payload is automatically released (dorsal pod) doors close Power off when fore door opens unless commands bolted to aft ring. Table 4-1: Manual payload control and launch options during flight

Payload actuation and launch interfaces are being finalized during Lynx development.

4.2 Electrical power

A nominal 28 VDC bus (MIL-STD-704) provides electrical power to payloads via a dedicated battery pack. Payload power batteries are separate from the vehicle power batteries. Payload should tolerate charging voltages up to 30 V. This power solution fully isolates experiments from the main vehicle busses. Voltage is nominal 28 VDC, which is typical from batteries not on continuous charge from a vehicle charging system.

Payloads A, B, and D each have a 5A circuit breaker on the vehicle side. Payloads CP and CS each have a 1A circuit breaker. The payload user may choose to add fuses and/or circuit breakers inside the payload hardware, as well.

The payload user may add additional batteries if the payload requires additional power. XCOR recommends Ni-Cad, Sealed RG, or LiFePO4 (such as Ballistic or Shorai). Contact XCOR if your payload requires more power.

If a payload user flies a participant in conjunction with a secondary hardware payload, the right side armrest console is available for experiment control. Figure 4-1 (below) shows an example configuration of the panel insert on that console.

2 4

1 5

X M I T

C A M E R A

B U S S E X P T

Figure 4-1: Example of the right-side console panel (approx 8.4 x 14.5 cm)

4.3 Voice and data communication

XCOR expects to provide a single digital air-ground communication link (Mark I) or satellite-communication phone line (Mark II) integrated into the vehicle. If not used by a flight participant it can be available as a data channel for telemetry or payload data.

4.4 Data recording and telemetry

XCOR can provide the following mission data to the payload: • Vehicle navigation data (GPS and INS). Format to be determined. • Elapsed mission time.

If an experimenter on the ground requires real-time telemetry, see Section 4.3 Voice and Data Communication above. Contact XCOR if your payload requires additional data recording or telemetry data.

4.5 In‐cabin temperature control

Payloads mounted in the cabin can use convection cooling from the pressurized cockpit air. The maximum allowable heat output from in-cabin payloads is limited to the following:

IN-CABIN PAYLOAD MAXIMUM HEAT OUTPUT Payload A (aft of pilot) 200 W Payload B (beside pilot) 400 W Table 4-2: Maximum heat output for in-cabin payloads

4.6 Positioning accuracy and stabilization control

Using the Lynx reaction control system (RCS), the pilot can maneuver the Lynx into position to meet payload requirements. Payloads will experience a rotation of up to 15 degrees/sec2 during thruster firings. When the RCS is quiescent, the vehicle does not accelerate but may drift out of orientation. Greater accuracy may be possible with detailed mission planning. Contact XCOR if your payload requires high precision positioning or stability.

At main engine cut off (MECO), the vehicle nose is pointed approximately straight up, and before reentry, the vehicle turns to reentry attitude. If these motions affect the payload, the low acceleration time may have to be shortened.

LYNX MARK I LYNX MARK II LYNX MARK III Positioning and +/- 2 degrees +/- 0.5 degrees TBD rate accuracy +/- 2 degrees/sec +/- 1 degree/sec TBD Table 4-3: Reaction control system and positioning accuracy

4.7 In‐cabin cameras

The Lynx cabin will have two wide-FOV cameras, which record the spaceflight participant area, and forward instrument panel and through the canopy. These cameras record at 1920 x 1080 resolution at 30 frames per second, and can be set to an increased frame rate of 60 frames per second. Additional cameras could be added upon request.

4.8 Cryogenic gaseous nitrogen

Small quantities of cryogenic gaseous nitrogen may be available. Contact XCOR for details.

5 PAYLOAD DESIGN REQUIREMENT

Payloads shall meet dimension, mass, and other requirements as detailed in Section 3.

5.1 Pre‐ and post‐flight environment

The Mojave Desert has ample sun, high winds, low humidity, and flying debris, dust, and sand. The dust and sand settles into buildings, including the XCOR hangar. The XCOR hangar has only minimal cooling and could exceed 40oC (104oF) during the summer. Other locations will expose payloads to those local environments.

XCOR does not expect the Lynx vehicle to sit on the tarmac for hours like a commercial airliner, but if the payload requires refrigeration until immediately before flight, this request can probably be accommodated for Payloads B (beside the pilot) and Payloads CP and CS (cowling), such that they could be installed as late as 10 minutes before takeoff. Payloads A and D cannot be installed or removed except in the hangar. Document such a request in your initial inquiry.

Unless otherwise specified, payloads will be installed in the Lynx by XCOR personnel inside XCOR’s hangar at the Mojave Air and Space Port or other operational site. Payload B, CP, and CS that require removal from the Lynx before the Lynx returns to the hangar should be designed to survive all aspects of the area’s climate. Lynx will operate in winds of 30 knots or less, and in crosswinds up to 20 knots.

In the event of a mission hold, in-cabin payloads may be subject to direct sunlight through the cabin windows or open doors. External payloads may also be heated or cooled by the environment.

5.2 Structural interfaces

Payloads must be secured to the structure of the Lynx vehicle to withstand all forces in flight, including a pilot-survivable crash. Details are as follows:

5.2.1 Vehicle connection to Payload B (beside pilot)

XCOR will provide the rack and floor structural attachments. Customer interfaces are the rack front panel, and internal hardpoints.

5.2.2 Vehicle connection to Payloads CP and CS (cowling)

These payloads will be inserted into smooth-bore cylinders. The inner face engages the ejection spring, and the outer face is held by the closed door. Both Payload C locations will accommodate a double CubeSat.

5.2.3 Vehicle connection to Payload D (dorsal pod)

The structural interface is the cylindrical inner diameter of the pod. The forward door constrains the payload in the forward direction, and a ring constrains it in the aft direction. Alternately, the payload can be bolted to the aft ring or attached with a 3.8 cm (1.5 inch) clamp.

5.3 Structural materials

To the extent that any structural materials of the payload are exposed, materials used in a payload structural design must have documented allowable strengths. Typical materials used in structural design are aluminum, steel, and stainless steel. If non-metallic materials are used, the payload user must provide XCOR with Material Safety Data Sheet (MSDS) documentation that the non-metallic items are non-flammable and that they will not support combustion.

5.4 Fasteners

To the extent that any payload structural materials are exposed, fasteners must be of an aerospace grade (AN, MS, NAS, etc.) or equivalent and used properly based on fastener documentation with at least two threads visible beyond the locking nut or nut plate.

5.5 Design loads

Design loads are the maximum loads expected during normal flight operation. Most flights will not see these loads, but they are possible in turbulence or extreme wind shear on landing. XCOR will test payloads to 1.5 times the maximum expected loads.

AXIS MAXIMUM EXPECTED LOAD X-axis +/- 3 g Y-axis +/- 2 g Z-axis +8 / -6 g Table 5-1: Design loads

5.6 Crash loads

Crash loads are estimated in the event of vehicle off-runway landing. This event is unlikely to happen and would possibly destroy the vehicle. However, the vehicle is designed to save the pilot and flight participant in the event of a crash. Payloads shall not add to the hazards or lower human survival likelihood. The in-cabin payload containers supplied by XCOR are designed to serve this purpose. Customer provided payload containers are acceptable, but must be designed to XCOR safety standards. Contact XCOR for requirements.

XCOR will review payload contents to determine that additional hazards will not be created in event of a crash. For example, tanks containing hazardous liquids shall not release toxic substances into the cabin.

5.7 Payload center of gravity limits

See Section 3.2 Payload integration locations, masses, dimensions.

XCOR expects that center of gravity (CG) for Payload B (beside the pilot) and Payload D (dorsal pod) will need to fall within limits to be determined.

5.8 Forbidden materials

Flammable materials and combustion experiments will be evaluated and inspected in addition to undergoing a safety review. If not required for the purpose of the experiment, avoid the use of hazardous, toxic, and infectious materials.

5.9 Spill control

Liquids spilled in the cabin and within payload bays can cause significant damage to the vehicle, its occupants, and payloads. All payload contents must remain in the payload container at all times, including under crash loads. Hardware must be designed with suitable provisions for leak control to ensure a leak-free system during ground and flight operations. In the event of payload power loss, power surge, rapid depressurization, etc., all hardware must fail to a mode allowing for sound fluid containment. If fluid is drained to an ambient pressure reservoir during flight operations, fluid absorption methods must be installed to eliminate the potential for leaks through loose seals.

Toxic, corrosive or explosive fluids must pass an XCOR inspection. A MSDS form must be submitted for all fluids other than water.

5.10 Debris

Vented payloads must not emit dust, smoke or debris into the cabin. In the event of a crash, the XCOR provided payload enclosure will ensure debris is not introduced into the cabin.

5.11 Pressure vessels certification

All pressure and vacuum vessels for flight or ground use must demonstrate that they meet US Department of Transportation (DOT) standards or be reviewed by XCOR beforehand.

5.12 Fail‐safing

All payloads must have built-in capability to safely shut down or fail without leaking liquids, emitting flames or toxic gases, or otherwise having any impact outside the payload container. All hardware must fail to a mode allowing for sound fluid containment. All fluid reservoirs must have a backup fluid absorption system to eliminate the possibility of leaks through loose seals.

5.13 Venting gases and air sampling

An overboard vent line is available to payloads. If used as a vent, the chemical composition, physical characteristics and quantity of the vented gas must be completely understood by the experimenter and XCOR. No liquid may be present in the vented gas that could allow the line to freeze. Vented gas must not be toxic to vehicle occupants in the event the vent becomes plugged and the gas enters the cabin. If the vented fluid has low vapor pressure or can chemically attach to the walls of the vent line, XCOR must be notified and will review and approve use on a case-by-case basis.

The vent line is also available for use as an ambient air sampling line for cabin payloads A and B. Notify XCOR if special cleaning is required.

5.14 Lasers

Advise XCOR of the use of lasers so XCOR can review and approve their use. Laser light must not affect the pilot’s ability to control the vehicle.

5.15 Electromagnetic interference

All payload electrical components must meet reasonable requirements for EMI transmission and EMI susceptibility. XCOR will set EMI limits for Lynx, and payloads shall comply with these guidelines. Experiments may be powered down to test and/or troubleshoot an EMI problem prior to flight.

Consumer electronic devices that are permitted to operate on commercial airliners will be acceptable on Lynx. Radio links between payload devices will not be allowed unless certified in tests done by XCOR, Payload Integrator, or a lab acceptable to XCOR, or if approved by the FAA for inflight use in commercial airliners.

Lynx will generate radiation in the standard AM VHF aircraft band when communicating with Air Traffic Control. Secondary payloads may also be affected by the primary payloads, so sensitivity to EMI needs to be communicated to XCOR for manifesting purposes.

5.16 Legal and ethical compliance Payload experiments must comply with all applicable laws and appropriate ethical frameworks, such as for experiments involving live animals or humans.

5.17 Payload handling

Large cabin payloads (i.e. Payload B) will be placed in the Lynx vehicle with a custom payload crane that will function like an engine hoist. The payload may be tipped at an angle for installation in the Lynx cockpit. The payload container structure supplied by XCOR will provide attachment points to interface with the crane. Payloads A, CP and CS will be installed by hand and may be tipped during installation.

5.18 Payload readiness testing

In general, payload acceptance will happen before it is manifested for flight. However, XCOR reserves the right to subject any payload to tests up to the day of the flight.

5.19 Documentation prior to payload acceptance

The experimenter will submit a Lynx Initial Payload Flight Request (provided in this Payload User’s Guide) and the following documentation in a concise manner, prior to XCOR accepting the payload: • Proof of liability insurance. Experimenters may be required to purchase liability insurance for an event in which the payload causes damage. Such insurance is available through Cannon Aviation or others they may wish to contact. • The payload manifest must be filed no later than 90 days before intended flight. • Final payment.

6 GROUND OPERATIONS

6.1 Shipping and receiving

The experimenter is responsible for secure packaging and shipment of all the experimenter’s property before it arrives and after it leaves the XCOR facility.

The XCOR shipping address in Mojave (non-US Postal Service packages only) is: XCOR Aerospace 1314 Flight Line Mojave, CA 93501-1665 (661) 824-4714

The XCOR general mailing (US Postal Service) address in Mojave is: XCOR Aerospace PO Box 1163 Mojave CA, 93502

6.2 Payload storage Payload storage and all necessary support equipment will be housed within a weatherproof and secure hangar. If the payload requires unique storage XCOR must be informed before the payload is accepted.

6.3 Personnel escort Non-XCOR personnel, such as a space flight participant or payload specialist, will be escorted as needed and will not be allowed in certain areas of XCOR, including the Lynx maintenance area. Admittance of non-XCOR personnel into secure areas will be on a case-by-case basis.

6.4 Handling equipment (forklifts, hoists, hand tools, etc)

XCOR will provide typical handling equipment in support of payloads such as forklifts, hoists, loading crane, hand tools, and other general purpose maintenance equipment to support spaceflight activities. If the experimenter requires special or unique equipment, it must be supplied by the experimenter, or should be noted in the initial inquiry for quote if requested of XCOR or the Payload Integrator.

Experimenter’s tools and support equipment brought to XCOR should be limited to what is necessary, inventoried, and organized to mitigate any hazards to XCOR property or

personnel. Each container should have an inventory sheet listing all of its contents. Before bringing tools and equipment to XCOR, contact us to find out if it is necessary.

6.5 Vehicle access

Participant access to Lynx involves climbing a stair-step ladder.

6.6 Facilities use

XCOR facilities usable by payload operators include handling equipment as outlined in Section 6.4. Other facilities include storage, electrical power, water, and other services typical of a small commercial business.

6.7 Ground safety

Payload operations personnel are required to observe XCOR and applicable government safety rules and guidelines at all times.

6.8 Mojave Air and Space Port infrastructure

In addition to runways, taxiways, and air traffic radio control, Mojave Air and Space Port provides other services including a restaurant and building leases.

7 FLIGHT OPERATIONS Lynx operates like a conventional aircraft. It is processed horizontally on its landing gear in a hangar; it is towed on spaceport taxiways and on to the active runway; and it takes off and lands horizontally on landing gear.

Typically, there are no traditional rocket launch range facilities used in Lynx operations; Lynx uses Air Traffic Control instead of the rocket launch range facilities associated with expendable rockets. Therefore, there are no range safety pyrotechnic devices, the airport/spaceport is not closed to other traffic for Lynx operations, there is no specialized range tracking systems, and there are no range usage fees incurred by the experimenter.

7.1 Visibility and wind

Lynx operates under visual flight rules (VFR), which permit operation only with good visibility. The Mojave Air and Space Port has good visibility 360 days per year.

The most frequent weather constraint is acceptable winds, which are typically available 345 days per year. Early morning winds are usually favorable in Mojave and local

geography allows for adequate daylight for operations significantly before sunrise. Other sites will experience different conditions. Per FAA (14 CFR 1) operations are allowed between the beginning of morning civil twilight and the end of evening civil twilight, as published in the American Air Almanac, converted to local time.

7.2 Payload specialist certification

Experimenters who want to fly with their payload must serve as a crew member, carry an FAA Second Class Airman Medical Certificate, or equivalent, and go through a training and familiarization process specified by XCOR. The training procedures are being developed; we anticipate the training to take one week for crew who are already experienced in other high performance aircraft, primarily for familiarization with the pressure suits used in emergency conditions (since the cabin is normally pressurized), and training in operating Lynx and experiment-related systems.

7.3 Day of flight: typical flight operations timeline

MINUTES BEFORE / ACTIVITY DETAILS AFTER FLIGHT - 150 Load, secure, and check Payloads will be loaded and secured in their locations before payloads the pilot’s final briefing. All connections and data gathering apparatus will be tested before the vehicle is towed outside the hangar for fueling. - 120 Final check of payloads Preflight briefing Experimenter’s attendance at the briefing is optional and limited to observation. All information provided to XCOR about the payload must have been previously documented. - 30 Crew in cabin Crew enters the cabin 0 Takeoff During flight Operate payload equipment as describe in contract. + 30 Landing + 60 Return to hangar Deplane payload specialist, remove payloads, check for vehicle and payload damage + 120 Post-flight briefing Table 7-1: Typical flight operations timeline

Post-flight: payloads will normally be offloaded from the Lynx vehicle after it is towed into the hanger; within 30 minutes of landing. It is possible for a researcher to gain access to their payload much quicker if needed. Please discuss with XCOR in advance if prompt access is required.

The payload owner is responsible for making arrangements for shipping the payload out of XCOR after the flight.

8 FLIGHT REQUEST PROCECURES If you are considering flying a payload on the Lynx, please contact XCOR as soon as possible.

8.1 Flight request timeline XCOR can respond to requests to fly payloads on Lynx in as little as 1 month from the requested flight date, depending on availability on the flight schedule and payload readiness. In most cases, however, we recommend contacting XCOR at least 90 days before the flight date, or longer to ensure your payload has a flight slot and will fly on schedule.. You will need time to transfer your experiment into an approved payload container and complete the required paperwork, insurance (if required), and cleared payment.

XCOR must receive the completed payload documentation, proof of insurance (if required), and proof of payment no later than 30 days before flight. In addition, the payload may have to be received 30 days before flight for examination and safety review by XCOR safety personnel.

If the payload does not meet XCOR requirements, the experimenter may either retrofit the payload to conform to XCOR safety requirements or withdraw the payload with a potential loss of deposit.

8.2 Flight request procedure To fly a payload on the Lynx, please email or call Khaki Rodway ([email protected]) (+1-661- 824-4714 x122) or one of the XCOR Payload Integrators listed on the XCOR website.

XCOR will eventually need the following information for the proposed payload to open an initial discussion. For your convenience, an Initial Payload Flight Request is provided at the end of this Payload User’s Guide to input this data into a writable pdf document:

1. Principal Investigator – name, contact information, and sponsoring institution 2. Short description of the payload and mission goals 3. Number of flights and requested schedule 4. Estimated size and weight of the payload 5. Payload integration location(s) on Lynx, if known 6. Preliminary hazard analysis and planned controls

7. Payload services required from XCOR, such as manual payload actuation, payload deployment and launch, electrical power, voice and data communication, data recording and telemetry, environmental control, positioning and stabilization flight maneuvers, cryogens, or overboard venting. 8. Ground support required, including work space and storage, hours of access 9. Special payload handling, including but not limited to payload refrigeration, live experiments, and confidentiality requests 10. Any other requests or concerns.

9 Appendices

9.1 Terms and acronyms used in this document

DOT US Department of Transportation FAA/AST Federal Aviation Administration and Office of Commercial Space Transportation Fairing external surface of vehicle to reduce drag GLOW Gross liftoff weight GPS Global positioning system INS Inertial navigation system ITAR International Traffic in Arms Regulations. A set of United States government regulations that control the export and import of defense-related articles and services on the United States Munitions List (USML). KIAS knots indicated air speed LEO low Earth orbit LN2 liquid nitrogen LOX liquid oxygen MECO main engine cut off Nominal average, will be higher sometimes and lower sometimes. Ogive a pointed, curved surface TPS thermal protection system Table 9-1: Terms and acronyms used in this document

9.2 Index of Figures

Figure 2-1: Lynx vehicle (illustration)...... 11

Figure 2-2: Typical Lynx Mark I flight profile illustration ...... 13

Figure 2-3: Typical Lynx Mark I flight profile - Altitude (km) ...... 14

Figure 2-4: Typical Lynx Mark II flight profile illustration ...... 15

Figure 2-5: Typical Lynx Mark II flight profile - Altitude (km) ...... 15

Figure 2-6: Typical Lynx Mark III mission flight sequence, time in seconds...... 16

Figure 2-7: Projected Lynx Mark III flight profile ...... 16

Figure 2-8: Typical Lynx Mark III flight profile - Altitude (km) ...... 16

Figure 3-1: Lynx payload integration location overview ...... 19

Figure 3-2: Expanded view of in-cabin payload integration locations details...... 20

Figure 3-3: In-cabin behind-pilot payload (shown in cm) ...... 21

Figure 3-4: In-cabin behind-pilot payload ...... 22

Figure 3-5: Payload B 19-inch 14U electronics rack...... 23

Figure 3-6: A US Space Shuttle Orbiter middeck locker...... 24

Figure 3-7: External dimensions payload CP or CS fits a double CubeSat...... 25

Figure 3-8: Dorsal pod on top of Lynx Mark III carrying Atsa Suborbital Observatory ...... 26

Figure 3-9: Dorsal Pod container dimensions (in cm; Lynx Mark III only)...... 27

Figure 3-10: Dorsal Pod with upper stage and payload ...... 27

Figure 3-11: Payload with suborbital upper stage microsatellite launched from Mark III...... 29

Figure 3-12: Early morning flight. Lynx is towed out of hangar prior to fueling ...... 31

Figure 3-13: Coordinate system shown at front of vehicle...... 33

Figure 3-14: Lynx Mark I –Payload B estimated micro-g level vs. time ...... 35

Figure 3-15: Lynx Mark II –Payload B estimated micro-g level vs. time ...... 36

Figure 4-1: Example of the right-side console panel ...... 38

9.3 Index of Tables

Table 2-1: Comparison of missions by Lynx vehicle type ...... 11

Table 2-2: Lynx Mark I dimensions ...... 12

Table 2-3: Typical Lynx Mark I mission flight sequence, time in seconds...... 13

Table 2-4: Typical Lynx Mark II mission flight sequence, time in seconds ...... 14

Table 3-1: Payload integration locations on Lynx vehicles...... 18

Table 3-2: Dorsal pod payload capabilities ...... 28

Table 3-3: Forces on payloads ...... 34

Table 4-1: Manual payload control and launch options during flight ...... 37

Table 4-2: Maximum heat output for in-cabin payloads ...... 39

Table 4-3: Reaction control system and positioning accuracy ...... 39

Table 5-1: Design loads ...... 41

Table 7-1: Typical flight operations timeline ...... 47

Table 9-1: Terms and acronyms used in this document ...... 50

Lynx Initial Payload Flight Request

To help XCOR Aerospace respond to customer inquiries the following Payload Flight Request sheet should be reviewed, completed and returned to XCOR Aerospace. If you have any questions while completing the form, please contact XCOR Aerospace. Please fill out one form for each payload location.

Principal Investigator Payload

Name: _ __ Name: _ _ Title: _ _ Payload Location on Lynx (if known): _ Company / Institution_ Estimated Dimensions: Address: _ Estimated Weight: _ City: _ State / Province: __ Number of Flights and Requested Schedule: _ ZIP / Post Code: _ _

Country: _ Launch Location: ☐Mojave Phone: ☐Other FAA certified spaceport: Fax: _ _ _ _ _ E-Mail: _ _

Payload description and mission goals (500 words or less):

Continue to Mission Profile on Page 2 >

Please return completed forms to Khaki Rodway: XCOR Aerospace Phone – (661) 824-4714 x122 PO Box 1163 Fax – (661) 824-0866 Mojave, CA9350 E-Mail – [email protected]

Lynx Initial Payload Flight Request

Additional Telemetry Required: Mission Proﬁle ___ Altitude Required: Voice and Data Communication Requirements: ______Micro-g Time Required: In-Cabin Camera Requirements: ______Estimated Flight Trajectory: Environmental Controls: ______Positioning and Stabilization Flight Maneuvers: Cryogens used (if applicable): ______Length of Experiment Operation: Overboard Venting: ______

Payload Services Special Payload Handling (refrigeration, live experiment, Do You Require a Payload Specialist? ☐ conﬁdentiality requests, etc.): ___ Payload Deployment/Launch (if applicable):

___ Other Requests or Concerns: Power Requirements: ______

Data Recording and Telemetry Requirements: ___

Continue to Hazard Source Checklist on page 3 >

Please return completed forms to Khaki Rodway: XCOR Aerospace Phone – (661) 824-4714 x122 PO Box 1163 Fax – (661) 824-0866 Mojave, CA9350 E-Mail – [email protected]

Lynx Initial Payload Flight Request

Hazard Source Checklist

Select all that apply to your payload: ☐ Flammable/combustible material, fluid (liquid, vapor, or gas) ☐ Toxic/corrosive/hot/cold material, fluid (liquid, vapor, or gas) ☐ High pressure system (static or dynamic) ☐ Evacuated container (implosion) ☐ Frangible material ☐ Stress corrosion susceptible material ☐ Inadequate structural design (i.e., low safety factor) ☐ High intensity light source (including laser) ☐ Ionizing/electromagnetic radiation ☐ Rotating device ☐ Extendible/deployable/articulating experiment element (collision) ☐ Stowage restraint failure ☐ Stored energy device (i.e., mechanical spring under compression) ☐ Vacuum vent failure (i.e., loss of pressure/atmosphere) ☐ Heat transfer (habitable area over-temperature) ☐ Over-temperature explosive rupture risk (including electrical battery) ☐ High/Low touch temperature risk ☐ Pyrotechnic/explosive device ☐ Propulsion system (pressurized gas or liquid/solid propellant) ☐ High acoustic noise level ☐ Toxic off-gassing material ☐ Mercury/mercury compound ☐ Organic/microbiological (pathogenic) contamination source ☐ Sharp corner/edge/protrusion/protuberance ☐ Flammable/combustible material, fluid ignition source (i.e., short circuit; under-sized wiring/fuse/circuit breaker) ☐ High voltage (electrical shock) ☐ High static electrical discharge producer ☐ Carcinogenic material ☐ Other:

Please return completed forms to Khaki Rodway: XCOR Aerospace Phone – (661) 824-4714 x122 PO Box 1163 Fax – (661) 824-0866 Mojave, CA9350 E-Mail – [email protected]

Lynx Initial Payload Flight Request

Ground Support Requirements

Describe the ground support you will need from XCOR.

1. Type of ground power needed for testing/operating research equipment: _ _ _

2. The need for any pressurized gas or cryogenics. State how much is needed of each to assess storage space: _ _ _

3. Procurement of pressurized gases or cryogenics will be the responsibility of the experimenter unless otherwise arranged with XCOR. K-bottles can be delivered to XCOR at the following address:

The XCOR shipping address (packages only) is: XCOR Aerospace 1314 Flight Line Mojave, CA 93501-1665 (661) 824-4714

The XCOR general mailing address is: XCOR Aerospace PO Box 1163 Mojave CA, 93502

4. State whether or not you will be mixing or storing any chemicals that are toxic, corrosive, and/or explosive. If so, what type of material handling procedures will be required? _ _

5. Hours requested for access to XCOR facilities: _

6. Laboratory space requested (working and storage): _ _

7. Computer network access requested: _ _

8. Special payload handling/support equipment (e.g. forklift, crane, etc.): _ _

Please return completed forms to Khaki Rodway: XCOR Aerospace Phone – (661) 824-4714 x122 PO Box 1163 Fax – (661) 824-0866 Mojave, CA9350 E-Mail – [email protected]