Proteus Payload User s Guide

Proteus Payload User s Guide SCR 03-014 May 5, 2011 Scaled Composites, LLC 1624 Flight Line Mojave, CA 93501-1663 Telephone: (661) 824-4541 FAX: (661) 824-4174

Release Version: Initial (9/29/03) Made available to NASA following successful checkout of Dryden Double Q-bay pod Rev A (11/30/10) Updated contact information, operating limitations, empty weight, past missions, and operating cost information. Rev B (5/5/11) Updated performance charts to reflect the 14,200lb GTOW limitation. Points of Contact New Business/Contracts: Peter Kalogiannis, Scaled Composites, 661-824-4541 Project Engineering: Sam Henney, Scaled Composites, 661-824-4541

Table of Contents Proteus Summary... 5 Basic Dimensions:... 5 Weights:... 5 Flight envelope:... 5 Performance:... 5 Estimation of Maximum Cruise Range... 7 Estimation of Loiter Endurance... 8 Estimation of Aircraft Service Ceiling... 9 Overview of Integration Process, Checkout, Deployment... 11 Previous Campaigns... 11 Demonstrated External Pod Shapes... 14 Platform Availability... 17 Contracting... 17 Flight Ops... 18 Flight Safety... 18 Configuration Control... 18 Scheduling... 18 Briefings... 18 Technical Interchange Meeting... 18 Preflight... 18 Post flight... 19 Test Conduct... 19 Ground Support Equipment for Deployments... 19 Deployment Location Requirements... 19 Proteus Instrumentation... 20 Payload Volumes... 21 Generic Payload Interface... 23 Mechanical:... 23 Electrical... 23 Payload Environment... 25 Double Q-bay Pod Payload Interface... 25 Mechanical... 25 Electrical... 26 Customer Data Requirements... 28

List of Figures Figure 1: Proteus 3-view... 6 Figure 2: Flight Envelope... 7 Figure 3 Max Cruise Range vs. Payload Weight for 12,500 lb. GTOW... 7 Figure 4 Max Cruise Range vs. Payload Weight for 14,200 lb. GTOW... 8 Figure 5 Max Loiter Endurance vs. Payload Weight for 12,500 lb. GTOW... 8 Figure 7 Initial Service Ceiling vs. Gross Take-Off Weight... 9 Figure 8 Service Ceiling vs. Aircraft Weight... 10 Figure 9: NASA Langley Pod... 14 Figure 10: Angel Technologies & Raytheon Telecommunications Dish... 14 Figure 11: Airborne Laser Target Body... 14 Figure 12: Resistor Load Bank Attached to Proteus Center Pylon... 15 Figure 13: Sandia National Labs: Fuselage Belly Pod, Upper Fuselage Platform, Left Vertical Tail Boom Extension, Canard Cuffs... 15 Figure 14: NASA Dryden Double Q-bay Pod... 15 Figure 16: Angel Technologies and Raytheon Telecommunications Pod 3-view... 21 Figure 17: NASA Langley Pod 3-view... 22 Figure 18: Internal Payload Locations... 22 Figure 19: Fuselage Payload Volumes... 23 Figure 20: Layout of Proteus Q-bay Pod... 25 Figure 21: NASA ER2 Q-bay Layout... 26 Figure 22: ER2 Q-bay EIP... 27

Proteus Summary The Proteus aircraft is a multipurpose manned platform for long duration high altitude operations. In its current role, the Proteus is used for sensor development, high altitude chase and flight test. The configuration is designed to carry payloads in various areas on the aircraft. The all composite airframe is powered by two FJ44-2E turbofan engines that have been specially modified by Williams International for high altitude operation. The two pilots operate in a shirt sleeve environment in the 8 PSID pressurized cabin. The second crewmember adds flexibility to the mission by providing the capability to run various developmental payload systems without the need for ground controls. The airplane flight controls are through a reversible, mechanical, unboosted system. The retractable tricycle landing gear is powered by electro-hydraulic and the nose wheel steering is manual actuated by the crew s rudder pedals. Onboard electrical power is 28Vdc that is provided by two 400 amp starter generators. Please refer to www.scaled.com for additional information about the Proteus. Basic Dimensions: Wing Span 77.6 ft. Wing Area 300.5 ft 2 Wing Aspect Ratio 20 Canard Span 54.7 ft Canard Area 178.7 ft 2 Canard Aspect Ratio 16.7 Length 56 ft. 4 in. Height 17 ft. 7 in. (approx.) Tail down angle (max) 12 (nose & main gear fully extended) Tail down angle (min) 7.3 (nose & main gear fully compressed) Weights: Gross weight 12,500 lb. (operated to 14,200 lbs with reduced g limits) Empty weight 6910 lb. Fuel weight 6176 lb. (max. possible without bladder) Minimum landing weight 5800 (no payload) Maximum landing weight 12,500 lb. Flight envelope: Proteus was designed to the FAR Part 23 normal category with limit loads of +3.2 and -1.8 g s. At light weights (<12,500 lbs) and low altitudes (<20,000 ft), the aircraft is gust limited. Above 20,000 ft the airplane is not gust restricted. Standard FAR-23 gust values have been observed in these V-N diagrams. The aircraft s speed is limited to 160 knots indicated or Mach 0.60 (whichever is lower). Performance: T/W = 0.37 sea level, gross weight (0.79 at sea level, empty) W/S = 26.1 lb/ft 2 gross weight (12.1 at landing weight) Absolute Ceiling 1-63,245 ft Service Ceiling 2 62,385 ft Service Ceiling with 2200 lbs payload 56,000 ft 1 These are actual flight test values from Oct. 25, 2000. The aircraft designed altitude limit is 72,000 feet. In its current configuration, the Proteus is thrust limited to altitude but is aerodynamically capable of higher. 2 Defined as maximum altitude for level flight as tested Oct. 27, 2000

Figure 1: Proteus 3-view

Max Range at Cruise Alt [nm] Altitude (ft) 80000 70000 40000 Vs @ 7000 lbs 30000 20000 Model 281 Flight Envelope Thrust Limit 7000 lbs, Clean Design Loiter 60000Thrust Limit 12500 lbs Mmo 50000 External Payload Vs @ 12500 lbs Vmo 10000 0 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 Mach Number (~) Figure 2: Flight Envelope Estimation of Maximum Cruise Range Figures 2 and 3 present Proteus maximum range at a constant 45,000 ft. cruising altitude for GTOW s of 12,500 pounds. These graphs represent a full cruise mission, from take-off (at 0 ft. MSL) to landing, and incorporate fuel burn for climb and descent, plus 1 hour of reserve fuel. Range shown is for the constant altitude cruise phase of the mission only. Up to 250 nm of additional range is available if credit is given for the climb and descent portions of the flight. Max Cruise Range vs. Payload Weight; 12500 lb. GTOW; 45000 ft. const alt (Std. Day) 3500 3000 2500 2000 1500 1000 0 sq. ft payload drag 1 sq. ft payload drag 2 sq. ft payload drag 3 sq. ft payload drag 500 0 500 1000 1500 2000 2500 3000 Payload Weight [lbs] Figure 3 Max Cruise Range vs. Payload Weight for 12,500 lb. GTOW

Loiter Endurance at Altitude [hrs] Max Range at Cruise Alt [nm] Max Cruise Range vs. Payload Weight: 14200lb. GTOW; 45000 ft. Const. Alt, Std. Day 60000 58000 56000 54000 52000 50000 48000 46000 0 sq. ft. Payload 1 sq. ft. Payload 2 sq. ft. Payload 3 sq. ft. Payload 44000 10,000 11,000 12,000 13,000 14,000 Initial Weight [lbs] Figure 4 Max Cruise Range vs. Payload Weight for 14,200 lb. GTOW Estimation of Loiter Endurance Figures 5 and 6 present the loiter endurance capabilities of the Proteus aircraft at an altitude of 45,000 ft. for GTOW s of 12,500 lbs. and 14,200 lbs., respectively. These graphs represent a full loiter mission, from take-off (at 0 ft. MSL) to landing, and incorporate fuel burn for climb and descent, plus 1 hour of reserve fuel. Endurance shown is for the constant altitude loiter phase of the mission only. More than one hour of additional mission time is available if endurance credit is taken for the climb and descent portions of the flight. Loiter Endurance vs. Payload Weight; 12500 lb. GTOW; 45000 ft. const alt (Std. Day) 16 0 sq. ft payload drag 1 sq. ft payload drag 2 sq. ft payload drag 14 3 sq. ft payload drag 12 10 8 6 4 2 0 500 1000 1500 2000 2500 3000 Payload Weight [lbs] Figure 5 Max Loiter Endurance vs. Payload Weight for 12,500 lb. GTOW

Service Ceiling / 1000 [ft MSL] Estimation of Aircraft Service Ceiling Figure 7 illustrates the initial service ceiling of Proteus for GTOWs from 8,000 to 14,200 lbs. The initial service ceiling is the altitude obtained by a direct climb at best climb airspeed from take-off until the aircraft s vertical speed equals 100 feet per minute. Use this graph to determine the initial service ceiling for a given GTOW and known external payload drag area. 62 PROTEUS Service Ceiling (Std. Day) 60 58 56 54 52 50 48 0 sq. ft payload drag 46 1 sq. ft payload drag 2 sq. ft payload drag 3 sq. ft payload drag 44 7 8 9 10 11 12 13 14 15 Aircraft Weight / 1000 [lbs] Figure 7 Initial Service Ceiling vs. Gross Take-Off Weight

Initial Service Ceiling / 1000 [ft MSL] Figure 8 presents a plot of service ceiling versus weight for the Proteus aircraft. For missions with an altitude requirement, this graph may be used to determine the maximum weight at which the Proteus aircraft is capable of obtaining that altitude. 62 PROTEUS Initial Service Ceiling (Std. Day) 60 58 56 54 52 50 48 0 sq. ft payload drag 46 1 sq. ft payload drag 2 sq. ft payload drag 3 sq. ft payload drag 44 8 9 10 11 12 13 14 15 Aircraft GTOW / 1000 [lbs] Figure 8 Service Ceiling vs. Aircraft Weight

Overview of Integration Process, Checkout, Deployment A typical flight test for a payload consists of the following stages: Pod Design Pod Fabrication Pod Flight Test Sensor integration Ground testing Data Checkout Flight Flight Series Previous Campaigns Since its first flight on July 26, 1998, the Proteus aircraft has participated in numerous scientific and developmental flight test campaigns. Below is a summary of some of these flights: Paris Airshow: June 1999 This trip included the first trans-atlantic crossing for any Scaled aircraft. Proteus flew non-stop from Bangor, Maine to Paris, France to attend the air show. The aircraft flew every day during the weeklong show to demonstrate its capabilities as a telecommunications platform. Angel Telecommunications Flights: Fall 1999 and Summer 2000 Scaled build and flew a 14 ft diameter telecommunications dish to support a collaborative development program with the Raytheon Corporation and Angel Technologies. The goals of this program was met during the summer of 2000 when a videoconference was relayed via the Proteus as it flew over Los Angeles. C-IOP: Cloud Intensive Operating Period, March 2000 The first scientific campaign for Proteus was based out of Stillwater, Oklahoma. It consisted of 30 flight hours over a 1.5 week period to support the characterization of cloud properties and performed clear air validate over the DOE Cloud and Radiation Testbed (CART) site. WV-IOP: Water Vapor Intensive Operating Period, September-October 2000 Proteus once again returned to the Stillwater for overflights of the central CART facility. The goal of this campaign was to study the upper tropospheric water vapor, clear air observation validation, and underflights of the Terra satellite. World Record Flights: October 2000 The Proteus set three world records for its weight class including a maximum altitude of 63,245 ft during several flights to determine the aircraft s service ceiling with the current FJ44-2E engines. The flights were conducted jointly with support from NASA Dryden. AFWEX: ARM-FIRE Water Vapor Experiment, November-December 2000 This campaign consisting primarily of night flights where the Proteus overflew the central CART site to characterize the upper tropospheric water vapor, perform clear air observation validation, and under fly the Terra satellite. In addition, the Proteus team worked closely with NASA s DC-8 to gather co-incident scientific data sets. NAST A-P: NAST Asian-Pacific Campaign, February March 2001 This 126-flight hour science campaign consisted of operations based out of Hawaii, Japan, and Alaska. These missions took the aircraft on flights over the Pacific, Eastern Asia, and Arctic, which included an over flight of the North Pole. The programmatic goal was concurrent meteorological and air chemistry collection with ground, balloon, aircraft, and space based sensors.

Generator Testing: June 2001 This in-house flight-testing was conducted to determine the effects of large loads on the engine driven starter/generators. The objectives were met when 600 amps load was successfully applied the right engine with no degradation in engine thrust. CLAMS: Chesapeake Lighthouse & Aircraft Measurements for Satellites, July August 2001 During the CLAMS deployment, Proteus was based out of the NASA Wallops Flight Facility and worked closely with the other science aircraft including NASA s ER2. CLAMS had as its major goals to improve satellite-based measurement of aerosol and ocean conditions. ERAST Cooperative Detect, See, and Avoid Demonstration: March 2002 Flight-testing conducted in Las Cruces, NM in conjunction with NASA s Environmental Research Aircraft Sensor Technology Program and New Mexico State University demonstrated the ability for a ground station pilot to fly Proteus remotely and avoid other aircraft using the Skywatch collision avoidance sensor. The program also demonstrated over-the-horizon communication with ATC. Airborne Laser Target Body First Flight: February 2002 Proteus supported the development of the ABL system by flying a representative target body. This payload is thirty feet long and contains over 2000 holes for optical sensors to detect the various lasers aboard the Airborne Laser platform. IHOP: June 2002 This scientific campaign was a joint with both a P3 and DC8. The primary goal of IHOP_2002 was improved characterization of the four-dimensional (4-D) distribution of water vapor and to apply these results to improve the understanding and prediction of convective activity. Crystal-FACE: July 2002 Proteus participated in CRYSTAL-FACE with five other aircraft to investigate tropical cirrus cloud physical properties and formation processes. Flights were conducted from Key West, Florida and ranged as far south as Belize as far north as Georgia. The configuration of Proteus for this campaign included the addition of 10-foot canard and 13.5-foot wing tip extensions. Sandia National Labs Fall Experiment: November 2002 This campaign combined remote sensing and in-situ measurements of mid-latitude cirrus clouds. The base for these flights was Ponca City, Oklahoma but the operations extend into the Gulf of Mexico. The data collection for this campaign required the installation of extensive instrument suites mounted to five different locations on the aircraft consisting of over 20 sensor arrays. ERAST Non-Cooperative Detect, See, and Avoid Demonstration: April 2003 Flight-testing conducted in Mojave in conjunction with NASA to demonstrate the capability for a ground station pilot to remotely operated Proteus and to avoid other noncooperative aircraft using the Amphitech OASys radar system. Command and control of the aircraft via both line-of-sight and over-the-horizon data links was demonstrated. MP-RTIP: June 2006 December 2010 The Multi-Platform Radar Technology Insertion Program was a U.S. Air Force project led by contractor Northrop Grumman to develop the next generation of airborne air-to-air and air-to-ground radar systems. Proteus acted as a surrogate for the RQ-4B Global Hawk during the sensor development process over a 4-year period. The payload for this program was the heaviest to date.

KQ-X: December 2010- February 2012 The aircrew demonstrated high altitude formation flight, wake survey, optical sensor evaluation, and airborne chase for the DARPA funded study of autonomous airborne refuel between two RQ-4 Global Hawks. ARGUS November - December 2011 Autonomous Real-time Ground Ubiquitous Surveillance-Imaging System (ARGUS-IS) is a real-time, high-resolution (1.8 gigapixel), wide-area video surveillance system. The senor mounted to a gimbal installed in a customer pod was supported by Proteus from the center mounted pylon using a BRU-15 interface adapter. LARVAE: April 2012 Laminar Flow Research for Variable Environments (LARVAE) was an investigation that attempted to identify key parameters that define environmental debris accumulation and testing of leading edge coating to reduce it. Proteus flew the left boom extension with five cameras focused on the leading edge of the main wing. AXLE: December 2012 This project combined the demonstration of 5 different communication packages in the Multi Experiment Pod (MXP). Pressure vessels of this pod permitted lab equipment to be used at altitude which shortened the development time for the customer. The flight costs to the individual programs were reduced because multiple demonstrations were flown concurrently.

Demonstrated External Pod Shapes Figure 9: NASA Langley Pod Figure 10: Angel Technologies & Raytheon Telecommunications Dish Figure 11: Airborne Laser Target Body

Figure 12: Resistor Load Bank Attached to Proteus Center Pylon Figure 13: Sandia National Labs: Fuselage Belly Pod, Upper Fuselage Platform, Left Vertical Tail Boom Extension, Canard Cuffs Figure 14: NASA Dryden Double Q-bay Pod

Figure 15: MP-RTIP Figure 16: ARGUS

Platform Availability Scaled Composites keeps an ongoing schedule of existing and potential Proteus work. Due to the modular payload approach, changing payloads is a simple task. This capability enables Scaled to support multiple customers during concurrent test programs. Please contact Scaled to determine platform availability during the times you wish to fly. Contracting Contracting for flight time on the Proteus aircraft is conducted directly through Scaled Composites contracts office. The flight cost for the Proteus includes the aircraft, crew, maintenance personnel, insurance, and fuel. Adjustments to the hourly rate are made account for the actual cost of these items at time the contract is negotiated.

Flight Ops Flight Safety Scaled Composites, LLC has systems safety processes in place to aide in the safe conduct of flight test operations. These processes are modeled after the United States Air Force standards which include: Configuration Control In order to maintain control of the vehicle configuration, and thus ensure both safety (in knowing the precise test configuration) and test efficiency (same issue), all modifications to the vehicle are documented, in writing, in the aircraft and engineering records. This documentation is done in the following manor: Discrepancies or maintenance requirements that do not change the design of the aircraft, the Scaled Maintenance/Discrepancy forms is used. Any discrepancies identified by the flight or maintenance crews is entered in these form followed by the resolution of these issues as described in the Scaled Maintenance Plan. Modifications to the vehicle test configuration are transmitted to the Crew Chief via the Engineering Request (ER) form. Specifically, the Scaled Project Engineer (PE), the Program Business Manager (PBM) or his designee must sign off the ER before the charge are made. The Maintenance and ER status is briefed to the flight crew by the Crew Chief during the preflight mission briefing. Scheduling A Flight/Maintenance Schedule form is published in advance of the preflight briefing. This schedule will identify flight target date and times, requested fuel load, requested cg location/ballast requirements, test areas/airspace, and any special test equipment that is required. It also identifies specific crew requirements, including flight crew members, chase crew, ground support vehicles and there crew, photographers, and maintenance staff. This schedule will be approved and signed by the Test Director or his designee. Briefings There are three types of flight briefings: the Technical Interchange Meeting, Preflight Briefing, and Post flight Briefing. Technical Interchange Meeting Prior to a Preflight briefing, a Technical Interchange Meeting (TIM) will be held amongst the appropriate Scaled and customer engineering and test personnel, with no limitations to attendance. This meeting can be held face-to-face, via telephony or other means. The goal of the TIM is to attain concurrence regarding specific tests requested for the next flight. It is expected that both Scaled and the customer will have input to this process, with Scaled providing recommendations for either modifications or specific tests to be performed, and the customer requesting specific data or modifications. All aircraft configuration modifications will be handled per the Scaled ER process. From the specific requests during this meeting, and the overall test plan, Scaled will prepare its specific flight cards for the next flight. The Scaled Mission Director or his designee will initial the test cards before the flight is conducted. Preflight There will be a face-to-face preflight briefing held before each flight, in accordance with the Scaled Mission Briefing Guide (MBG). Participants will include all those designated on the flight/maintenance schedule or otherwise invited by the Scaled Test Director. The Test Pilot will conduct the briefing. The goals is to review the test vehicle status, the requirements of other participants, and the specific conduct of the tests to be performed. Tests

not specifically briefed will not be conducted during the flight without the mutual agreement of the Scaled Test Director and the Test Pilot. Post Flight There will be a face-to-face post flight briefing held immediately after each flight, in accordance with the MBG. Participants will be the same as for the preflight briefing. The Scaled Test Pilot will conduct the briefing, to include review of discrepancies and maintenance items, significant test results, and recommendations for any issues and for the next flight. At this meeting, a tentative schedule will be set for the next flight, and for the activities required to support it. Test Conduct Once the airplane has had its preflight inspection, no one will approach the airplane in the hangar or on the ramp without specific concurrence of the Crew Chief. All personnel not specifically involved with a ground or flight test will remain a safe distance from the airplane at all times, and shall not approach the airplane or interfere with the test without the concurrence of the Crew Chief or his designee. Only Scaled vehicles, unless otherwise agreed, will be allowed on the Scaled ramp during tests. All vehicle movements on the ramp, taxiways, or runways, will adhere to Mojave Airport and Scaled directions and regulations. Any special accommodations for spectators, photographers, etc., must be coordinated in advance with Scaled and the Mojave Airport or the facility where the flight operations are based. The test team monitoring specific flight or ground tests will be segregated from non-participants to minimize any interference with the team s responsibilities. This is a safety requirement as this team is critical to the safe conduct of the tests. Ground Support Equipment for Deployments The simple design approach and commercial off the shelf systems allow Proteus to deploy worldwide without the need for extensive ground support equipment. The minimum required is: Hangar (door must be 80 ft wide x 18 ft high and hangar must be at least 60 ft deep) 28V Ground Power Cart (for payload and avionics checkout in the hangar) Start cart (for engine start) Aircrew oxygen (2-4 bottles) Standard compressed nitrogen (2 bottles) Tug/truck Approved fuels in order of preference - Jet A, Jet A1, JP8 Deployment Location Requirements Runway length: At least 5000 ft (dependant upon the payload weight) Runway width: Minimum 75 ft Type of surface: asphalt/concrete Operational thresholds (cross winds, visibility etc.) - Aircraft's crosswind limit is 15 knots. Proteus cannot fly in icing conditions or moderate turbulence. Max landing weight is 12,500 lbs.

Proteus Instrumentation VHF x 3/UHF/Satcom relay Proteus is currently equipped with 3 VHF (118.0mHz - 136.975mHz) radios, 1 UHF (225.000 to 399.975 MHz) radio and an Inmarsat Mini-M satcom system. The VHF and UHF radios provide line of sight communication with approximately 150 nmi of a base station radio. Beyond those distances, the Proteus crew and communicate directly with scientists on the ground via the satcom. However, the satcom is not used in the current configuration. LOS/OTH telemetry Proteus is equipped with both a line of sight and over the horizon data link that is available to payloads. Both data links utilize an RS232 data format. The LOS link provides a full duplex bandwidth of 115.2KBps while the OTH link provides a bandwidth of 2.4KBps. Depending on ground station antenna set-up and location, the LOS link typically has a range of 30 nautical miles. INS The Proteus aircraft is equipped with a NovAtel SPAN GPS aided inertial system. This INS is mounted in the lower cabin forward of the aft pressure bulkhead. It broadcasts aircraft attitude, position, and rate information over serial data lines that are collected by an onboard data acquisition system. Scaled Composites can provide Information on packet decoding as required. GPS Navigation Navigational information is provided by two Garmin GNS430W packages. These are all in one GPS/NAV/Comm providing WAAS-certified GPS, 200-channel ILS/VOR with localizer/glideslope and 10 watt output 2280-channel capacity comms. GPS Splitter/Antennas The Proteus is equipped with a GPS splitter that can provide GPS signals to the various aircraft payloads. The GPS Source S14 splitter receives its signal from a Sensor Systems Antenna P/N S67-1575-39. This is an L1 active antenna that receives its voltage through the splitter (splitter blocks DC from other avionics). If necessary, other GPS antennas can be adapted to existing mounts on top of the Proteus fuselage. Autopilot This in-house developed system directly provides altitude and heading hold capabilities. When couple with the GNS430 it can provide accurate course guidance to with a few hundred feet. Power The Proteus starter/generators can supply upto 800 amps of 28VDC power. For service life reason the output is nominally limited to 200 amps per starter/generator. There are inverters in the Proteus cabin that have a 1kVA rating at 110VAC/60 Hz. Payloads requiring other types of power should plan on supplying their own inverters or auxiliary power units Onboard real time data system & PC Proteus has an onboard flight test data acquisition systems capable of recording up to 100 channels of data. These can be transfer post flight or real time via a telemetry link.

Payload Volumes As shown in Figure 16-17, several pressurized and unpressurized locations are available on the aircraft for the integration of customer equipment. As shown previously, the aircraft has carried many different pods on the centerline pylon (capable of upto 2000 lbs) including the: Angel Technologies and Raytheon Telecommunications Pod 14 ft. diameter profile 35 inches deep with 1 foot of fuselage clearance Mounted at 12 Bank Angle Figure 16: Angel Technologies and Raytheon Telecommunications Pod 3-view

NASA Langley Science Pod 18.7 ft. long 45 inch x 45 inch front profile with 1 foot fuselage clearance Figure 17: NASA Langley Pod 3-view Several other areas on the aircraft have been configured to carry instruments include the: Fuselage Center Section (unpressurized) 40 inch diameter, 8 feet length Superboom Option (unpressurized) Extending vertical tail booms forward 80 for an equivalent volume of 80 x 33 diameter Figure 18: Internal Payload Locations

Figure 19: Fuselage Payload Volumes Generic Payload Interface Mechanical: Depending on the depth of the customer s instrument, Proteus external pods can be mounted either directly to the fuselage or to an existing belly pylon. The centerline pylon accepts a standard ejector style bombrack (BRU-22) that can carry up to 2000 lbs (22" spacing on hard points). Electrical The Proteus Payload Electrical ICD summarizes the interfaces between the aircraft and payloads. The current version of this document is revision 1.5 shown below. Power: Left Side Bus: 225-amp In-line fuse and Leach MS24185-D2 400 Amp Relay Set #1: 28V (1), GND wire (1), 1/0 Gage Wire Wire Current Rating = 245 Amps Termination = Terminal Lugs, 3/8 Hole 5 ft Drop Length from Fuselage at FS365 Right Side Bus: 130-amp In-line fuse and Leach MS24185-D2 400 Amp Relay 325-amp In-line fuse and Eaton Aerospace MS24185-D1 400 Amp Relay Set #2: 28V (1), GND wire (1), 2Gage Wire (connected to Leach Relay) Wire Current Rating = 180 Amps Termination = Terminal Lugs, 3/8 Hole 5 ft Drop Length from Fuselage at FS365

GPS Signal: RG400 Coax with BNC Male connector 20 ft Drop Length from Fuselage at FS365 Sensor Systems Antenna P/N S67-1575-39 signal passed through GPS Source S14 Splitter Payload Connector:MS3476L22-55S, M83723-13R2255N 10 ft Drop length from Fuselage at FS365 All lines run to cockpit connector (identical sequence) as follows: Pin Signal Pin Signal Pin Signal A Pair 1 X Shield 7 t 20 awg B Pair 1 Y Pair 8 u 20 awg C Shield 1 Z Pair 8 v 20 awg D Pair 2 a 20 awg w 20 awg E Pair 2 b 20 awg x 20 awg F Shield 2 c 20 awg y 20 awg G Shield 3 d 20 awg z 20 awg H Pair 3 e 20 awg AA 20 awg J Pair 3 f 20 awg BB 20 awg K Pair 4 g 20 awg CC 20 awg L Pair 4 h 20 awg DD 20 awg M Shield 4 i 20 awg EE 20 awg N Pair 5 j 20 awg FF 20 awg P Pair 5 k 20 awg GG 20 awg R Shield 5 m 20 awg HH 20 awg S Pair 6 n 20 awg T Pair 6 p 20 awg U Shield 6 q 20 awg V Pair 7 r 20 awg W Pair 7 s 20 awg * 20 awg wire rated at 3 amps ** Twisted pair wiring rated at 3 amps Cockpit Connector:MS3470L22-55P, M83723-02R2255N Note: Connector mates with Payload connector above Recommended length of cockpit control box cable = 10 feet min Ethernet: RJ45 (female) Recommended length of cockpit Ethernet cable = 10 feet min Recommended length of pod Ethernet cable = 20 feet min

Payload Environment Both the NASA Langley and NASA Dryden have documented the Proteus characteristics. This data may be obtained by contacting the following individuals: NASA Langley: Anna Noe NASA Dryden: Bob Curry The Proteus by the nature of the airframe and the high bypass turbofan engines provides a low vibration and shock environment. The most rigorous vibration levels are encountered during taxi, takeoff, and landing. Depending on pod power consumption, the temperature within the pod is typically 30-40 deg F warmer that standard ISA temperatures. In addition, for unpressurized payloads, pressure within the pod closely matches the standard atmospheric tables. Double Q-bay Pod Payload Interface Mechanical The Proteus double equipment bay pod was designed to conform to the payload volume requirements specified in the NASA ER-2 Investigator s Handbook. As in the ER-2 installation, each Q-bay is limited to a total weight of 900 lbs (including attachment rack). 3 Please refer to Appendix A of the NASA ER-2 Investigator s Handbook for more information on the NASA Q-bay. Figure 20: Layout of Proteus Q-bay Pod 3 Each of the Q-bay rack attachment points (1 forward, 2 aft) cannot exceed a 300 lb limit load per Lockheed drawings.

Electrical Figure 21: NASA ER2 Q-bay Layout 4 The Proteus double equipment bay pod will have the same interface as NASA s ER2 aircraft. NASA will supply EIP boxes such that the payload interface will be seamless regardless of science platform. Please refer to Chapter 6 of the ER2 Airborne Laboratory Experimenter s Handbook for more information on the electrical interface. 4 Taken from the August 2002 revision of the NASA ER2 Experimenter s Handbook.

Figure 22: ER2 Q-bay EIP 5 5 Taken from the August 2002 revision of the NASA ER2 Experimenter s Handbook.

Customer Data Requirements To help Scaled Composites respond to customer inquiries in a timely manner and plan appropriately, the following payload information provided. Principal Investigator Name: Institution: Address: Phone: Fax: Email: Instrument Name: Purpose: Size (if multiple components, please identify each item): Weight: Power: Special Requirements (pressurization, nitrogen purge, ram air cooling, etc.): Brief Description of Proposed Operations Typical Flight Profile: Typical Flight Duration: Number of Flights: Length of Deployment: Deployment Geographic Location: Proteus Interface Is inertial or GPS information required? Is onboard data recording using Proteus system required? If yes, number of parameters and sample rate? Is a pilot and/or test engineer interface required (laptop, stunt box, or other)? Is telemetry required? If yes, what are the number of channels and approximate data rates? Status What is the instrument readiness condition? Where will build up and integration be performed? Sponsor and Funding Sponsoring Agency: When will the proposal would be submitted: When will funding would start: Deployment Timeline: