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

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SARGE – Payload User Guide – Rev. 3

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 2

SARGE – Payload User Guide – Rev. 3 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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SARGE – Payload User Guide – Rev. 3 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 972-974-4779 Chief Technology [email protected] Officer Commercial John Quinn 972-740-8355 Chief Operating [email protected] Officer

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SARGE – Payload User Guide – Rev. 3 1.2. The SARGE family of vehicles was developed to test a wide range of technologies that EXOS requires for its suborbital vehicles. The SARGE vehicle highlighted in this PUG is based on the successful STIG B platform and predating technologies developed during AA’s lunar lander program. More details follow in the next section.

2. SARGE VEHICLE 2.1. As previously mentioned, the SARGE vehicle is based on tried and proven technologies developed by the AA (the EXOS team) over the past fifteen years. The reliable LOX-Ethanol propulsion module is based on the successful LE23000FC series engines that have hundreds of flights and more than seventy manned flights to their credit. One specific engine has undergone more than one thousand ignition events, including in-air restarts and run for more than two hours. This engine has therefore already demonstrated it is reusable for over 75 SARGE flights to space.

The avionics (main flight computer) is in-house designed, developed and manufactured incorporating all modern electronics. The flight safety system associated with this avionics package is also in-house developed hardware that has been flight-tested hundreds of times with 100% reliability. In its fifteen year history, the team has never had a single lost time accident or injury for any reason.

AA built the very first VTVL for the NASA / Northrop Grumman Lunar Lander Challenge and is the only company to have flown vehicles in every event through its conclusion. The company won prizes at both levels and was the first company to conduct both a “Level I” and, more arduous, “Level II” mission … Back-to-back three minute flights with precision landing on a simulated lunar surface in less than 150-minutes. As a result of the company’s success in this competition, AA was chosen by NASA Johnson Space Center to build their very first Lunar Lander analog vehicle since the LLRV (Lunar Lander Research Vehicle aka “Flying Bedstead”) developed during the Apollo era. This was subsequently campaigned by NASA under the Project Morpheus banner.

Following the successes with the lander program AA opted for an unconventional reusable sounding rocket program, STIG (Suborbital Transport with Inertial Guidance) using the proprietary technologies developed but on a much more capable vehicle.

2.2. SARGE, the successor to STIG, is a reusable sounding rocket based on a 20” (50-cm) diameter airframe. It utilizes the LE23000FC LOX-Ethanol propulsion technology and the proprietary avionics and flight control hardware developed over the prior fifteen years.

VEHICLE PURPOSE: R​&D Flights followed by scientific payload flights under an FAA/AST Operator License VEHICLE DESCRIPTION: S​ARGE (High Pressure Helium tank w/ Regulated to Blowdown Pressurization Transition) DIMENSIONS MASS BUDGET HEIGHT 36 FT DRY MASS 800 LBM WIDTH 20 INS OD PAYLOAD & BALLAST 0 – 50 LBM DEPTH (Tubular) 20 INS OD LOX (6.5-FT TANK) 970 LBM PROPULSION FUEL (6.5-FT TANK) 670 LBM MAX ULLAGE PERCENTAGE 5% EA. LOX & FUEL GLOW 2,440–2,490 LBM

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SARGE – Payload User Guide – Rev. 3 PRESSURANT HELIUM REGULATED HP He VOLUME (WATER) 7.00** CU.FT. INITIAL PRESSURE (TANK) 400 PSIG HELIUM INITIAL PRESSURE ~2,250 PSIG INITIAL THRUST 5,420 LBF T/W INITIAL 2.22 : 1 FINAL PRESSURE (TANK) 400 PSIG MASS RATIO 2.93 : 1 FINAL THRUST 6,680 LBF T/W FINAL 7.85: 1

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SARGE (FULLY REUSABLE SUBORBITAL ROCKET) STACK

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SARGE – Payload User Guide – Rev. 3 A typical stack, from the ground up, comprises;

LE23000 FC Propulsion Module w/ Single Gimbaled Engine enclosed in Fin Can for Aerodynamic Stability Post-Boost w/ Thrust Termination System LOX (Liquid Oxygen) Oxidizer Module Ethanol Fuel Module High Pressure Helium Module for Propellant Pressurant and Cold Gas Thruster ACS Flight Computer Module w/ Power Supply Payload Module Recovery Module w/ Two-Stage Recovery System (Potential Alternate Payload Location) Nose Cone w/ Deployment System

The main flight computer provides attitude control during the boost phase via the gimbaled engine. Cold gas thrusters (using residual helium pressurant gas) provide attitude control for pitch-roll-yaw, and ultimately pointing capability. The boost profile is nominally full thrust for the entire burn to achieve maximum altitude but, unlike a solid rocket motor, the boost profile can be infinitely modified, if required, by the main flight computer at the expense of reduced altitude.

Helium pressurant gas is used to push the propellants into the engine feed system. No pumps are used for simplicity, ruggedness of design and reliability of operation. Thrust can be regulated by operation of the Main Propellant Feed valves controlled by the main flight computer. A separate set of Master Cut-Off valves are controlled by the Watchdog Computer and the Thrust Termination System.

The avionics module houses the main flight computer and its power supply. Based on vector inputs from the Inertial Navigation System, an Inertial Measurement Unit (IMU) and GPS, it flies a near vertical trajectory all the way to suborbital space, monitors the health of the vehicle and ensures that the vehicle remains within the Flight Hazard Area.

Recovery is provided by a two-stage system. First, a supersonic ballute is deployed together with the nose cone during the descent phase to provide base stable but fast descent through the upper atmosphere and jet stream winds. Then, as the vehicle enters the denser air, a Wamore GPS steerable main chute is deployed which glide-flies the vehicle back to the launch area. The proximity of landing to launch point is dictated by the winds aloft but the Wamore system is capable of better than 100-m precision in ideal conditions.

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2.3. The mission profile is, of course, dictated to great extent by the payload mass and other mission requirements. However, a typical mission profile is shown below based on flight data from the STIG B vehicle.

The approximate mission timeline is; TIME (Seconds) 0 Ignition 22 Transonic Regime 5-km, Mach 1.0 & 2.5G 40 Max Q (Boost) 10-km, Mach 1.5 & 3.0G 60 MECO & Coast to Apogee 32-km, Mach 4.0 & 7.6G 80 Start of Low-G 53-km, Mach 3.5 & <0.005G 205 Apogee 130-km, Mach 0.0 & <0.005G 300 End of Low-G and Drogue Deploy 74-km, Mach 3.1 & > 0.005G 350 Max Q (Ballistic Drogue) 39-km, Mach 1.9 & 4.8G 550 GPS Steerable Main Deploy 4.4-km, Mach 0.1 & 5.0G (Opening Shock) 1000+ Touchdown 1.4-km, 2-m/sec & 5.0G (Landing Shock)

The following graph shows the approximate altitude achieved with different mass payloads.

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Obviously the micro-G time will be reduced in the case of more massive payloads but for any payload that reaches space (100-km) the micro-G time should not be less than 170-seconds. The micro-G time will also be reduced by any payload requirement that necessitates reduction of the G-loading by engine throttling during boost because of the increased gravity losses and associated reduction in maximum altitude.

2.4. EXOS’ launch site of preference and the only commercial spaceport capable of supporting VTVL missions of any substance is Spaceport America in New Mexico. Other locations can be considered but it will be necessary to conduct a flight safety review in conjunction with FAA/AST to ensure that the risk to uninvolved third parties is within the federally mandated legal limit. There may also be cost implications related to increased range fees and securing the necessary permissions to fly from those ranges.

We launch from the southern end of the spaceport complex from the Lunar Lander central pad the GPS coordinates for which are;

32 deg 53 min 58 sec, ­106 deg 55 min 48 sec &​ ~1.4-km MSL

The Spaceport main complex and other infrastructure is well outside the Flight Hazard Area which is a 5-km circle centered on the launch pad. AA (the EXOS team) has already flown to more than 90-km altitude (~60-miles) from this location with the STIG vehicle in January 2012.

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2.5. The agreement with NMSA (New Mexico Spaceport Authority), WSMR (White Sands Missile Range) and the FAA requires that we give 30-days advance notice of any launch. Typically we request a two-day window with the second day as a “scrub” day in the event of weather or technical delays. The actual window is from 7:00 a.m. through 12:00 p.m. after which the winds tend to rise to levels that could cause a scrub. If the payload requires a later launch then it is possible, but with the inherently higher risk of a scrub because of weather and the potential for a landing further away from the pads because of wind drift. 2.6. The SARGE is designed to be fully reusable requiring only inspection, recovery system re-packing, battery charging and propellant loading for re-launch. This process takes about three to four hours so re-launch the same day is feasible. If a more rapid turnaround is required it would be possible to install a second recovery system and battery pack and cut that time roughly in half. Next day launch is eminently more practical and would reduce the chances of a scrub because of wind conditions.

It is our intention to launch the SARGE vehicle at least monthly (the first year) with five as part of our own internal demonstration program, and payload opportunities will exist for all those launches. More frequent service is available and negotiable if multiple flights are required for a payload or series of payloads. Launching more than once within a short period of time (5-7 days) is less expensive for the payload provider(s) because we eliminate the cost of transport logistics to and from the launch site.

3. EXOS FACILITIES 3.1. 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 is where all design, fabrication, assembly, storage and testing operations are conducted up through travel to the launch site. Caddo Mills is less than 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 of 10,000 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 12

SARGE – Payload User Guide – Rev. 3 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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SARGE – Payload User Guide – Rev. 3 ❖ 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 (P​ayload 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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SARGE – Payload User Guide – Rev. 3 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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SARGE – Payload User Guide – Rev. 3 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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SARGE – Payload User Guide – Rev. 3 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 10​th ​March Preliminary Draft Release. SARG performance based on NM (IGM) 2015 extrapolation of STIG B flight data. 1 11​th ​March Updated references to new software & flight code JQ (EXOS) 2015 2 11​th ​March Name correction JQ (EXOS) 2015 3 11​th ​March 201 Updated graphs & other inserts. NM (IGM)

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