I
PEGASUS
I .••• I I I I I Figure 1. Pegasus XL and L-1011 Carrier Aircraft. I
(Copyri~hltD 1993 by Orbital Scienct:'s Corpor.Jtiun. Pllhlislk"d hy the AJ(~rican Institule I uf AeronautiC'S :and Astron:alllics,lIk'. wilh pt:'rrllis~oll.) I
search Facility, Edwards AFB, California (NASA Expendable Launch Vehicle Services (SELVS) I DFRF). Three of the launches were conducted off program. The vehicle has also been selected by the coast of California within the control of the commercial customers and by foreign govern Western Test Range (WTR). The third mission, ments. I conducted in February 1993 forthe Brazilian SCD- 1 mission, demonstrated the Pegasus launch Baseline Vehicle Description system's exceptional flexibility. For this mission, I the vehicle was integrated at the OSC NASA The baseline Pegasus vehicle (Figure 2) is DFRF VAB and Pegasus was then carried to the 15.2 m (50 ft) long, has a diameter of 1.3 m (50 in), NASA Kennedy Space Center by the NASA B-52 and weighs 19,000 Kg (42,000 Ibs). Major compo and launched near the Florida coast. Seven nents include three solid-propellant rocket motors, I launches are scheduled to occur within the next 12 a delta wing, aft skirt assembly supporting three months and future annual launch rates offourto six moveable aerodynamic fins, avionics/payload sup missions per year are planned. port structure, a two-piece payload fairing, two I standard payload separation systems (23 and 38 Pegasus is the product of a three year privately inch diameter). an optional restartable Hydrazine ) funded joint venture of Orbital Sciences Corpora (N 2H4 Auxiliary Propulsion System (HAPS). and tion (OSC) and Hercules Aerospace Company. A the PegaStar Stage 3 First/Second Stage I Motor Separation Joint Stage 1 Motor N2 Tank or Hydrazine Payload Fairing Auxiliary Propulsion Stage 2 Motor System (HAPS) I Figure 2. Pegasus Cutaway Drawing. I 2 I I I located on the avionics subsystem. A graphite subsonic velocity. After release, the vehicle free composite avionics structure supports the payload falls· to clear the carrier aircraft, while executing a and most vehicle avionics. A 1.3 m (50 in) outside pitch-up maneuver to achieve the proper attitude I diameter pyrotechnically separated two-piece for motor ignition. After Stage 1 ignition, the graphite composite payload fairing encloses the vehicle follows a lifting-ascent trajectory to orbit payload, avionics subsystem, and S3 motor. Two (Figure 4). standard marmon clamp type payload separation I systems (23 and 38 inch diameter) are available. Pegasus XL Concem The optional Hydrazine Auxiliary Propulsion Sys tem (HAPS) provides up to 73 kg (160 Ib) of N2H4 It was recognized early in the Pegasus pro I for orbit raising and/or precision orbital adjust gram that additional payload capability would be ment. When combined with the vehicle's on-board needed for some missions. While providing preci Global Positioning System (GPS) receiver, HAPS sion orbital insertion capability for all orbits (Figure provides autonomous precision orbit injection ca 5), HAPS can provide significant additional pay I pability. The PegaStar spacecraft bus can provide load capability only for higher orbits. To identify the extended (5 to 10 year) on-orbit payload and most cost effective means of improving payload sensor support including attitude control (three performance for all orbits, a series of trade studies I axis, nadir pointing or spin stabilized), orbital make were undertaken beginning in early 1991. The up and adjustment propulsion, data storage, elec ground rules for these studies were to improve the trical power, and telemetry support for a wide payload delivery capability to the maximum extent I variety of applications. 1 possible while minimizing the scope of the required modifications (to reduce development time, risk, Pegasus vehicles are currently integrated at and cost), to maintain the vehicle's overall reliabil asc's Vehicle Integration Building (VAB) located ity goal (currently calculated at 97%), and to mini I at the NASA Dryden Flight Research Facility, mize the impact on payload interfaces and envi Edwards AFB, CA (NASA DFRF). This 60 ft. x 80 ronments (so that existing payloads designed for ft. facility (Figure 3) is capable of processing one Pegasus could be flown on either vehicle). I vehicle at a time. Vehicle integration is performed horizontally, using custom motor handling dollies Upon completion of the trade study evalua and ground support equipment (GSE). During tions, a conceptual design review for the Pegasus integration all vehicle components and subsystems XL vehicle was conducted in December 1991. I are thoroughly tested using Personal Computer After reviews and discussions with NASA, the US (PC) based electrical GSE and other conventional Air Force, and other customers a final vehicle test equipment. configuration was selected and the design frozen I in February 1992. A formal system Preliminary For launch, Pegasus is carried aloft by a NASA Design Review (PDR) followed in May 92, with a DFRF B-52-008 carrier aircraft, to a nominal level final System Critical Design Review (CDR) in April I flight drop condition of 12,200 m (40,000 ft) at high 1993. The product of this effort (Figure 6), the Pegasus XL vehicle, is 16.8 m (55 ft) long and weighs 22.300 Kg (49.000 Ibs). I Propulsion The Solid Rocket Motors (SRMs) for the base I line Pegasus vehicle were originally designed us ing a very conservative 1.4 factor of safety. Based on the baseline vehicle SRM static fire results and flight data it was determined that margins could be I reduced to a more traditional 1.25 without compro mising vehicle reliability. However, simply modify ing the design to reduce the design factors of I Figure 3. Pegasus Vehicle Assembly safety (resulting in a decrease in vehicle's inert Building. Dryden Flight Research weight) could not provide the level of performance I Facility. Edwards AFB, CA. improvement desired. It became clear early in the I 3 I I Launch Second Stage Third Stage sec t.o Burnout Ignition h .. 11.582 m (38.oo0 tt) t.166 sec t ... 594 sec M =0.79 \ h = 208,340 m h ... 739 km (399 nmi) I (683,661 tt) Second Stagel v = 4,564 m/s (14.975 Ips) v = 5,469 m/s Third Stage 2 0 d (17.944 Ips) Coast y.... egl ~ y- 25.7 deg. ! I First Stage 1 _--'----~----o ~ Bumout ~ / t .. 76 sec ~ h .. 59,630 m /- Third Stage Bumout (195.637 It) 0 ~. ___ I Payload Fairing and Orbital Insertion M=7.9 Maxq Separation t= 660 sec 1,018psf t= 112 sec h ... 741 km (400 nmi) (48.8 kPa) h ... 109,980 m v ... 7,487 mls (360,830 tt) (24.565 Ips) I .) \ v ... 2.765m1s 1= 0.0 deg. First Stage t\ (9.071 fps) Second Stage Ignition Ignition t= 5 sec I t '" 95.3 sec h =11,473 m h ... 87,512 m (287.113 It) (37.643 It) y= 33.0deg. '------~'v' ~-----_./ '------~--.....,..------~--"" I Aerodynamic Attitude TVC Attitude Control (Pitch & Yaw) Control (Fins) Cold Gas RCS (Roll) Figure 4. Typical Pegasus XL Mission Profile to 741 Km (400 nmi) Circular, Polar Orbit with a I 230 Kg (509 Ibm) Payload. I I 1,000 900 XL I , XL w/PIK 800 .. :- --- ...... -I --- ...... -:.. -.. Standard ~ Standard wIPIK '0 " til " 'I: -"...... I , I I t I ------"-""," ... _- _... - ...... _... _.... _~-.... -..;, ...:, -_ .. "'r- ...... ------:--- -_.. -- .. --:- .. -...... -.. ! ... - .. -- ~ 700 til a.. : "'. ; - ..... :_.... I ' * • , •••• t • I - ..... _: l • '0 600 ______... _,: ______~·~~:·:.: ....A .....-- ...:----- ...... j I .., f I t -,.." ••• ~...... t ---- .. -----I-·---...... :- ..- .. -.;,-----:------~------Se til : , ...... ".. "~ .. ,, ! - - - - , I a. I " : : ." ...... l f • -._ 300 ... ___'I .. __"'""' _ .... _ ...... _ ...... : - <0. .... __ .... .-._. .. ------~------~~~~-- · ~ : : I 200 " " 100 200 300 400 500 600 700 800 900 1000 I Circular Orbit Altitude (nmi) Figure 5. Pegasus Performance (0 Deg Inclination). I 4 I I I I I I I I I 'Optional Configurations Are Also Available I "Optional 4th Stage Available for Precision Injection I Figure 6. Expanded View of Pegasus XL Configuration. configuration trade study process, that the size of 800 the SRMs (in terms of total propellant load) would 750 - Stretch Sl & S2 I have to be increased. Conversion of one or more 700 - -0- - Stretch S 1 stages to a liquid mono- or bi-propellant configura - .. - Stretch S2 :e 650 tion is under consideration, however the develop 0 ., . I ment time, risk, and cost rendered this option not .9 600 -_.-_. -~- ---. -- -~- ," -'---is .. ----. -0 : : : ,..,;: I 5 I nozzle throat diameter was decreased somewhat is more appropriate for some heavier payloads. A I to increase the motor's Maximum Expected Oper 38" to 23" adapter has been qualified to allow ating Pressure (MEOP) resulting in higher perfor existing payloads designed for the 23" interface to mance. After the final SRM configuration was be flown on the XL vehicle. I selection in February 1992, Hercules Aerospace completed the detailed motor design, leading up to Avionics a propulsion system Preliminary Design Review (PDR) in June 1992, fabrication of the first SRM's The Pegasus avionics subsystem provides I of each type in the fall and winter of 1992193 and monitoring and control of the vehicle throughout finally by static firing of both motor types in the captive carry flight, launch, and post-orbital inser spring of 1993 (Stage 2 was successfully static tion maneuvers and operations. It's major func I fired on 22 May 1993 and the Stage 1 motor on 12 tions include guidance, navigation and control June 1993). 80th SRM static fire tests were (GN&C), sequencing and pyrotechnic device ini completely successfully and the performance re tiation, electrical power distribution and control, sults are as expected. telemetry and tracking, and flight safety functions. I The baseline Pegasus all digital avionics system Structures (Figure 8) is simple, and robust. The only modifi cations required for Pegasus XL are GN&C soft I Once the optimum motor size was determined, ware changes to account for the new vehicle's the remaining vehicle structural components were dynamic and aerodynamic differences (all rela reviewed and modified as required. Significant tively minor) and increases in the vehicle harness I changes to the vehicle's structural components length to account for the longer Stage 1 and Stage included the Stage 1 case SRM to Wing saddle 2 SRMs. and struts, carbon composite wing, aluminum aft skirt, and graphite avionics structure. Stage 1 To improve the vehicle's avionics capability, I saddle modifications were limited to increasing the several design improvements and upgrades were material thickness in select local areas to support incorporated. These changes include: upgrading the vehicle's increased weight. The wing support the vehicle's flight computer from the current 6U I struts were modified to increase load carrying VME Motorola 68020/68000 based flight computer capability and reduce manufacturing complexity. to a smaller, lighter weight, and lower power 3U A "5th hook" attachment point was added on the VME Motorola 68030/68302 based system, modi forward skirt of the Stage 2 SRM to reduce the fying the vehicle's flight safety system to comply I post-release lateral acceleration transient. Struc with recent range safety directives (to incorporate turalload testing of both the Stage 1 and Stage 2 physical separation of the two independent range SRM cases were successfully completed in Febru safety systems); and minor re-packaging of some I ary 1993. The aluminum aft skirt was modified to components to improve manufacturing and test incorporate a fin anhedral (23 degrees) to clear the ing. All changes have been incorporated and are L-1011 gear doors and improve vehicle lateral completing qualification testing. I stability. The baseline Pegasus vehicle's wing size and shape was not changed for Pegasus XL, Carrier Aircraft however select material and other local internal modifications were required to handle the higher The increased weight and size of Pegasus XL. I captive carry and flight aerodynamic loads. A combined with operational requirements (such as structural load test on the Pegasus XL wing was extended captive carry requirements for equatorial successfully completed on 5 August 1993. The missions and requirements for payload monitoring I Pegasus XL avionics structure has been com and control capabilities on-board the carrier air pletely re-designed to maintain a 'constant 38" craft) made it necessary to identify and implement diameter from the Stage 3 forward skirt to the an alternative for the current NASA OFRF 8-52- payload interface (the baseline Pegasus avionics 008 carrier aircraft. A study was initiated in late I structure provided a 23· diameter payload inter 1991 to identify the optimum carrie r aircraft for long face). This modification reduced the structure's term Pegasus launch operations. Some of the height (which provides a somewhat increased aircraft considered included the B-52G, Boeing I payload envelope for some applications) and pro 747, OC-lO. and Lockheed L-1011. Some of the vides a 38" diameter attachment capability which factors considered included performance capabil- I 6 I ------ Carrier Aircraft ASE ------Ca rrier Aircraft Pegasus Vehicle Analog & Discrete Instr I Analog & Discrete Instr Analog & Discrete Instr .----'---. I c o ;: ~~-...,.-~--... 1--"'" f! Payload I ~~~~ts Payload " >.3 I-----r----i n.IU Stage 1 I ity (altitude and speed capability for launch), air baseline Pegasus vehicle. This release mecha I craft range (both ferry and launch), modification nism is attached directly to the L-1011 center wing complexity and cost, aircraft availability, acquisi box which has been strengthened by the addition tion cost and operational costs. Following a de of internal reinforcements, doublers and ribs (Fig I tailed trade study, the Lockheed L-1011 was se ure 11). A forward "fifth hook" was added, which lected for conversion to serve as a Pegasus carrier attaches to Pegasus on the forward skirt of the aircraft. Orbital Sciences acquired a L-1011 air Stage 2 motor case. This forward attachment I craft in May 1992, modifications to carry Pegasus provides a constant 5,000 Ibf vertical force on the are complete, and the aircraft is currently undergo vehicle during captive carry flight and it's release ing certification testing. The L-1011 is scheduled timing relative to the main hooks is tightly con to be operational in the Fall of 1993. trolled to minimize the post release lateral tran I sient. The major modifications which have been per formed to configure the L-1011 for use as a Pe To monitor and control Pegasus and its pay I gasus carrier aircraft (Figure 9) include deletion of load during captive carry flight a Pegasus Launch all unnecessary equipment and addition of equip Panel Operator's (LPO) station has been installed ment required to support Pegasus launch opera aft of the cockpit area. From this station an OSC tions (a release mechanism; an opening for the LPO can monitor Pegasus during flight and pre I Pegasus vertical stabilizer; equipment for monitor pares the vehicle for launch. A second position at ing and controlling Pegasus during captive carry the station is available for an on-board payload flight; payload air-conditioning and nitrogen purge representative (subject to FAA approval) and space I systems, and external video cameras). is available in the LPO station for mission specific payload support equipment. A payload air-condi Pegasus is attached to the L-1011 using four tioning system on the L-1 011 will maintain payload I hydraulically actuated release hooks which inter temperature throughout captive carry flight. Two face with fittings inside the Pegasus wing (Figure external video cameras are installed to allow the 10). This interface is identical to that used for the LPO operator to examine the vehicle during flight. I Nitrogen Avionics Air Conditioning Purgel Pallet System Pallet Cooling I Reservoir I Pegasus I Launch Vehicle 5 Twisted Pair I 4 Discrete Pay Cmds load LPO 4 Talkbacks Station I Payload Fairing I Pegasus I Wing Figure 9. PegasuS/L-1011 Interface Details. I 8 I I I I I I Figure 10. Pegasus L-1011 Release Figure 12. Pegasus Vehicle Integration. I Mechanism. Future launch rates and other program re quirements made it necessary to find larger facili I ties for the long term program. Following a source selection study, two sites were identified as opti mum for long term Pegasus launch operations: I Vandenberg Air Force Base (VAFB AFB) on the west coast and NASA Wallops Flight Facility (NASA WFF) on the east coast. These two assemblyl I production facilities, which will be activated in 1993- 1994, will provide full scale production and payload integration facilities on both U.S. Coasts I The VAFB VAB (Figure 13) can support pro Figure 11. L-1011 Wing Box Internal cessing of multiple launch vehicles and payloads. Reinforcement In addition to production support and in-process I vehicle component storage areas, the VAFB VAB (Figure 14) provides two 6,000 Square foot vehicle The modified L-1011 Pegasus carrier aircraft processing high-bays and over 600 Square foot of is capable of supporting both the baseline and adjacent payload processing areas. The VAFB Pegasus XL vehicles. While carrying Pegasus it I VAS is currently in the final phases of activation provides a non-stop ferry range of over 4,500 nmi and will be ready for SRM delivery and Pegasus XL and a launch mission radius of over 1 ,000 nmi. processing in September 1993. I Vehicle Integration Pegasus final integration requires minimal fa I cilities and ground support equipment (GSE). Prior to delivery to the field integration site, aU Pegasus components are integrated and tested to the high I est possible levels. Horizontal integration (Figure 12) eliminates need for high-bays or equipment capable of lifting motor segments or other vehicle components. The facility must provided adequate I air-conditioned floor space, be approved for pro cessing the required quantities of propellant, and have access to a suitable runway. I Figure 13. Pegasus Vandenberg AFB Vehicle The current Pegasus NASA DFRF VAB is Assembly Building. I limited to processing one vehicle at a time. I 9 I I I FlTComponenl I Ta; Bonded Storage ., Area 1.1.... U'I I Men's I 10 in COncrele VehiCle Processing Bay 2 Blast Wall I Clean 50 Feet 25Wx2O'H Tent I' :~ Roll-Up Door I 118 Feet ewx 10'H 15Wx12'H I Ron-Up Door Roll-Up Door Vehicle Processing Bay 1 6,000 Sq Ft 25W x20'H 20Wx20'H 50 Feet I Roll-Up Door ~ Roll-Up Door I Operalions Planning Area I 54 Feel I She Engineers & Technical Staff I I 14 Ft Wide Sliding Door I (Replaces All Storage Area 32 Feet existing 12 f1wide Sliding door) I Figure 14. Vandenberg AFB Pegasus VAB General Layout (to Scale). I 10 I I I The NASA WFF VAB (Figure 15) can also Both the VAFB VAB and the NASA WFF VAB support the processing of multiple launch vehicles are environmentally controlled and maintain the and payloads. The NASA WFF VAB (Figure 16) vehicle processing area at 74 +/- 10 degrees F and I provides 8,000 square foot of vehicle production 40 +/- 10% relative humidity. The VABs are area of which over 600 square foot is available for maintained in a visibly clean condition for vehicle on-site payload processing. Design of the NASA integration and portable clean room facilities are WFF VAB is underway and activation of the facility available for processing sensitive payloads on a I is planned for 1994. mission specific basis up to class 10,000.3 Both facilities can support on-site hydrazine fueling operations for loading the Pegasus HAPS (when I flown) and for fueling payloads (when required). OSC provided hydrazine propellant ground pro cessing equipment (GSE) will be available at both I sites. payload Capability and Interfaces I Pegasus XL's payload capability, as com pared with the baseline Pegasus vehicle, is sum marized in Figure 5. Information regarding pay I load performance to elliptical and other inclination orbits can be found in the Pegasus Payload Users Figure 15. Pegasus NASA WFF VAB. Guide. 4 I Pegasus XL utilizes the same payload fairing as the baseline vehicle and can support payloads as large as 1.8 m (72 in) long and 1.2 m (46 in) in I diameter(Figure 17}. Thefairing can be extended I 100' ISO' 11.5'H x 12'W 11.S'H x 20'W Door Door 1 I ::~ ;~; 1 i 2S' x 30' //{ " Hydrazine I 11 I ( <11 I loading ~ Area J «~\ \J '\ I Storage Area 24' X 12' X 12' H lS'H x25'W Payload Processing Door 12'H x 20'W Clean Tent I Door I / a0' !i$.! ~a c I, ;:; Secure I ~ ~I I m Storage I : i i ~ I i , I I Figure 16. Pegasus VAB at NASA WFF General Layout (to Scale). I 11 I I Stayout Zone Clamp/Separation I System Components I Forward View 270" Looking Aft I · I ·1 1, . 180" I +38' Payload Separation System .C·······~··-·------J·· . Payload Stayout Zone '/ 29.92 i '.... Dynamic f: 'I ", Envelope f • I f • :t I, · i I I Fairing :~ 1 R 106.00 · · I Note: Fairing Door Location Is Flexible Within a ~ Specific Region. 1 84.22 Payload I Access Cutout 13.00 X 8.5 13.00 I 43.72 Payload Interface Plane I (For Payload Separation i------i-- Payload Interface Plane (For Non-Separating Payloads) I 38' Avionics Thrust Tube (22.oo Long) 1----- cfJ 39.50 -----1 I Dimensions in Inches Side View I Figure 17. Payload Fairing Dynamic Envelope With 38 Inch Diameter Payload Interface. I 12 I I I up to an additional 60 cm (24 in) and access doors Acceleration Level, (g's) can be repositioned or added as optional services. The payload captive carry and launch environment Event Lateral at SIC I for the Pegasus XL vehicle is very similar to the Separation Plane Axial baseline Pegasus vehicle (Figure 18.a through Horizontal Vertical Figure 18.d). The air launched method subjects I payloads to relatively low structural and environ Taxi, Captive Flight :t1.0 :to.5 +2.2/1.0 mental loads compared with typical ground launch Drop Transient 0.0 :tl.0 :1:4.0 vehicles. Detailed information relative to payload Aerodynamic Pull-Up ·4.2 :1:1.5 +3.6 I design loads can be found in the references.'·5 . Stage Bum-Out :1:1.2 :1:1.2 Abort Landing :to.6 ±0.6 ±3.5 I "Dependent on Payload Mass •• Assumes a Payload Fundamental Lateral Frequency Greater than 20 Hz when Hardmounted at the I Payload Separation Plane. Figure 18.a. Pegasus Payload Acceleration I Environment. 0.1 ~----~--~--~~~~~__-_- __-_-_-_~ __-.- __-_~ __-_- ___.-_-_.~_~_.-_T._~.-_.~~~ __ -----_.-.~ ..-.-_- ..-.- ..-.~.~_._-_-.- __~ ____ ~.I _ _ ~ _~____ _k _____ ~ ___ .. _~~ ~ .. _ .. _ .. ~_ ~t .. _ .. _ ,J _ ... _ 1. _ _ ~ __ L______~---~-_~- :_~-~-~~-- __ , , , • I I ,- • r - ., - -: - • - - , ~ ,. ------r - - - r - - 1 - r 't - , - r ., - .• ~ .... ~ __ .. __ "' __ .. 4."'.0. ... __ . _~. __ "" ~- 0.05 .. -- ... -----~ -- ... --- .. -- -~ -~------~-~ 1 I • j Ii" ------I.-----~---.-- ~- .. ---- ... - ~~~--~-- .. -~- .. -.. ~------.. , . . ... ! I I 1 I I • , , , , , , , . , . I • , j I j , ' . ,-.-;--~-,- 'j ·I--.~i------r-----,- r- - ~ 'i -r -T -'--r-l , r~--'-'-----~ , • , • I 0.02 - ~ - - --- .. - -- " ------,.. "- . - ~ - ~ .. - - -,- - " -.... --- .. - I • r • I , j , • I " , , , , I , I t I I I I I , • , ••• , • ! , I I I t j ! •• , I •• 0.01 :=: I ~~~~~~~~~f~______~_. ___-: :~~:~~~~ ~ ___ ~ _____ --- 4_~_._~:;::.:: ______~. --~____ ~~~ ~_*_. ~ ~E~t~~-~~~:~~~~~I~66:~~~~~~~~i: __ ~ __ ~_~_~ ~ ______~ ____ ~ ___ ~ ~~., __ ~ p~:~ ~-.-~- m~ 0.005 • ( I j I , :_~_~_~_~_ ~ ~_~_:_ N --20 HzI.OO4/g2/Hz- - { -:- - ~ - -:- -:- ~- I • , •• , • 1 , •• I , I' ~ • , I , f I 1 , 1 , ! I ! I I ( , I I , ~ l._~_~_l.~ ___ _ _ ~ _____ ~ ___ ~_ ~_J_~_~_L ______L _____ L ___ l. ______.. ___ ' __ .. _ ... _... l. Cl) 0.002 I • j I ! I , I , , t' \ : ! I ! I I I I , ! , I , ' , • , , , , , , , , .. ( , , , , ______It. , • I • ! I I ! , , , • , .1... __ .... __ I- .. _ J _ I- .t. ______0.001 ______.i. ______L :200ri Hz!~QQ1'g~ll:lz:~: ~: ------1. __ l. __ ~l. _' __ .i.. ..I~.J_l. _ .. ______.1 __ _~_~_L __; __ ;_ ;_ ------~~- • - t - - - r - - .,- - (- T- ______.i. _____ L_ ------~f"'- I ------T--- _ ~ __ L _ ~ ~, __ I. _ ~ 1 _ 0.0005 , _ ~_ ~--;-~-~ ~_~ ______L _____ ~ ___ ~_-~.-~-~ L~ ___ ~_.i. _____ L ___ .i. __ ~ __ I._~_~_~_L _____ L ______t ___ L ___' __ ' _1. _ ; , t ••• I • , ,. ----:..---~-~-'" , ~ ~~L _____ .J... __ I 0.0002 Flight Limit Level 2.88 Grms I Frequency (Hz) I Figure 18.b. Payload Random Vibration Environment. I I I 13 I I 10,000 ----¥·------T------_~--w--r---~--h~--~.-~-.~-T--~.------·---r------~------r-~-~--- -... ""-- .... _,. .. ------~------r--~--r---~---~--~--~--r-T-----w------·r-~-----~------r---'--- ::~::~ ::~: .. ------.------~--~--~---~---~-.~ .. ~~-~-.------.. --~--.----~------~---~--- ...... 01 __ .... _ ..... ------~------~-----~~--~---~--~--~--~-.------.----~------~------~---~------5,000 ------f------·-~-----~---~---~--4--~--~-I----~------~~-----~-~~-----~---~------:--1 .. -1- I I I • I I I I I I I I , I --.,· ..... '. ... "'r, .. -···------,------r-----r~--'---,--'--~--r-T------r----·--~------r---'---, J • I I I I 1 I ,I I I .. -~· ...... ~ ... ------~------~-----~---~---~--~--~--~-.------~~---~----~--.---.~-~---~---, I , I I I ,t I t , , ~ tit I I I • I • til · 2,000 ------I --. -----:------:----;---;--'1---:- -roo t .. ---- .. ----- ...... r- .. ------: ... -.. ---:- -- -'1------:-.-I· ...... }. , I' • I I I It' I I , . I • I , I tit • I I • • • I , I • I .. t . . I ttl I I I 1 I 1 I t I I _ ...... __ ... _____ .. _.I. _ .. ______'" ___ .. _"' .. __ J ___ J. _J_ .. J _ _ "'_1 _____ .. ______"'_ ...... ____ t .. __ ...... j _ _ _ __ .J __ J_ ... I. _ _ .... __ • ______.I. ______"' _____ ~ ___ J ___ J __ J __ J __ ~_1 ______'"' __ ~_~~ ____ J .. _____ "' ___ j __ _ · 1,000 __ ..J __ J.. __ I._ t • • • i i t I I ,t 1 I --":"'-i· .. .. -t-- :::::______::: ::: ::~ J :::__ ~ :::_____ ::~ ~w :::::~:::~:: ____ ~ ___ j ___ :~:: j __ J~::~::~ __ j __ L_. 1"3001450:: ______:::~::::: ~ __ ::~::::::~::::::::J ______~ ___ j __ _ w_. __ :::10,000/400 500 t • I I I , • f t f t J , ______~------~-----~---~---~--~--~--~-L- ______, .. I U) .. ------~------~-- .. --~---~---~--~-- ~ -}------i.. -4 .. -t- C:I . Flight Limit Level , .., . 200 . . , ...... 01 ...... " .. _ ..... , . , .....,---'"'!"--~-~~ ~ : I I , I fit ·" . 100 ------.-----.------~. --~--~~~- .. ~ ~--~--~-.------... -.-----~------~---~---~--~.-,,-~.------,--.~.--- -·~-r---~---~·-~~·~-.. r-~------r------~·- ---~~--,- ~.-""-- -______.. ~______~ __ • ___ • __ ..oI_._..oI __ • __ • __.. ~_. _____ ._ .. _____ .. ____ ~ ___ ~ __ .. ______..oI ___ • __ ..oIM_ .. --,.-__ ~ _ -.. ~------,--.-~. ~".--Mr---.,-- .. ~--~--~--r-T-----.----- .. --r------~-- .... - -r-·-'---~·-""--,--,.- ______J. _____ ~ _____ ~ __ .~ ___ ~._~ __ ~ __ ~_4 __ .. __ .. _____ w __ ~._._ .. __ ~ ______~_~_~ ___ ~ __ ~ __ J_~L. t I , I t I I , I I ~ I , I • • 50 ~-~~.----~---.-~--.""--.~--""~-~- .. ,.-~- .. -- .. ------.r-.-- ___ ~--·-- .. r--_'-M-~--~.-~--,.. • t I I I I •• I , • , , I ~ I t I ·------r------,------r-··'---,--'--'--r-I tit I I • • ______l ______~ _____ ~ .. __ J ___ ~ __ J __ ~ __ ~_, ______L __ ._._.J ______~_ .. _j_ .. _J __ J._J __ L 100/25 : ~ ~ 20 ...... ------~ --l3'Q=10 :r----:-- : --:-:--:- :.. ""!-:-:---: :r-,.. .. --,..- --_ .. -- -:-::::... -- .....: ...... ---~ ---'"!- ~- ~ ... -;: .. - ~: --f'" I It. t f f f t f ~ • I I I I I I t fit ttl I I f I I •• 10~--______~· ______~ __ ~· __ ~· __ ~'__ ~·~'~·~' ______~·~ ____ ~· ____ ~· __ ~: __ ~:--~'~:~:~ I 100 200 300 500 1,000 2,000 3,000 5,000 10,000 Frequency (Hz) I Figure 18.c. Pegasus XL Launch Environments (Shock at the Payload Interface Excluding Payload Separation System). I T. mp Range3 I Environment Control Humidity Purity OegC OegF (%) Class 2 VAB/Ground Operations 18 to 29 64 to 84 Filtered AlC 1 <50 100K I Carrier Mate 18 to 29 64 to 84 Filtered AlC <60 100K L-1 011 Taxi 18 to 29 64 to 84 Filtered AlC <60 100K I L-1 011 Captive Carry 18 to 29 32 to 84 Filtered AlC <60 100K L-1011 Abort/Contingency Site 18 to 29 32 to 84 Filtered AlC <60 100K I 1 Filtered Air Conditioning (AlC) 2 Class 10K Can Be Maintained Throughout Operation on a Mission-Specific Basis. I 3 Temperature at AlC Inlet Figure 18.d. Payload Thermal Environment. I I I 14 I I I Conclusion Marty R. Mosier Pegasus provides a flexible and cost effective Mr. Mosier is the Pegasus XL and L-l0l1 I method for placing payloads into low earth orbit. Program Manger and has been with the Pegasus Pegasus XL increases the vehicle's payload capa· program since its inception. Mr. Mosier is respon bility while retaining the vehicle's simple and ro sible for all aspects of the development of the I bust design to ensure maximum system reliability. Pegasus XL vehicle as well as modification and Development of the Pegasus XL launch vehicle is certification of the L-l011 Pegasus Carrier Air nearing completion, with the first launch scheduled craft. Prior this assignment. he was Pegasus to occur in late 1993. Activation of the two new Program Manager with responsibility for vehicle I production vehicle processing facilities will allow production, design improvements, field operations the program to simultaneously process multiple and ground support equipment. Mr. Mosier acted vehicles on both U.S. Coasts. The transition to the as Vehicle Engineerforthe Pegasus development I L-l0ll carrier aircraft will significantly improve the program. He is OSC's chief pilot and is certified as Pegasus launch system's operational flexibility. a Pegasus B-52 launch panel operator. Prior to joining OSC, Mr. Mosier was project manager for Aythors the Naval Postgraduate School ORION small sat I ellite development program and has held a variety 1. Mr. Marty Mosier, Pegasus XL and L- of mechanical and electronic design positions in 1011 Program Manager, Orbital Sciences Corpo the aerospace industry. Mr. Mosier is a registered I ration (703) 406-5250 Professional Engineer, holds a MS in Manage ment from the University of Southern California, 2. Mr. Ed Rutkowski, Pegasus Range Op and has a BS in Engineering from Harvey Mudd erations Manager, Orbital Sciences Corporation College. I (703) 406-5228 Mr. Ed Rytkowski References I Mr. Rutkowski is the Pegasus Range Opera 1 Pegasus First Mission Flight Results, USU/ tions Manger for Orbital sciences Corporation. He AIAA Small Satellite Conference, Orbital has been responsible for completing the transfer I Sciences Corporation, August 29, 1990. of Orbital's operations from the NASA Dryden Flight Research Facility at Edwards Air Force 2 Pegasus Launch Operations and the Base to new facilities at both Vandenberg Air PegaStar Integrated Spacecraft Bus, IVth Force Base on the West Coast and at the NASA I European Aerospace Conference (EAC 91 ), Wallops Flight Facility on the U.S. East Cost. Prior Orbital Sciences Corporation. May 16,1991 to assuming his most recent responsibilities he was the Space System's Division's Director of I 3 The Pegasus Air Launched Space Booster Marketing for civil Programs. Mr. Rutkowski was Payload Interfaces and Processing Proce the technical Director for Integrated Systems Ana dures for Small Optical Payloads, Society lysts, Inc. from 1984 through 1989. Prior to 1984, of Photo-Optical Instrumentation Engineers he completed a 24 year career as a Naval Subma I (SPI E) Intemational Symposium on Optical rine officer. Ed and his family live in Centreville. Engineering and Photonics in Aerospace Virginia. Sensing Conference, Orbital Sciences Cor I poration, March 4, 1991. 4 Commercial Pegasus» Launch System Pay I load Users Guide (Release 3.00). 1 Sep tember 1993. 5 Loadsand Design Criteria - Pegasus Launch I Vehicle, Orbital Sciences Corporation DOC A 10020 Revision A. I I 15