Sample Experimental Permit
Application for a Vertical
Launch and Landing
Reusable Suborbital Rocket
Version 1.1
April 2007
Federal Aviation Administration
Commercial Space Transportation
800 Independence Avenue, SW, Room 331
Washington, DC 2059
NOTICE
Use of trade names or the names of manufacturers or professional associations in this document
does not constitute an official endorsement of such products, manufacturers, or associations,
either expressed or implied, by the Federal Aviation Administration.
Preface
The Purpose. This “Sample Experimental Permit Application for a Vertical Launch and Landing
Reusable Suborbital Rocket” is an example of an application that allows the Federal Aviation
Administration (FAA), Office of Commercial Space Transportation (AST) to initiate the reviews required
to make an Experimental Permit determination. The approach described here provides one acceptable
means to satisfy the requirements for an experimental permit application for a vertical launch and landing
reusable suborbital rocket with a crew.
This Sample Experimental Permit Application does not set mandatory requirements and does not constitute
a standard or regulation. We issue it to describe an acceptable means, but not the only means, for
demonstrating compliance with Experimental Permit application requirements. Other approaches that
fulfill regulatory objectives may be acceptable to the FAA’s Office of Commercial Space Transportation.
The Background. An applicant seeking to conduct launches or reentries under an Experimental Permit
must submit an application to the FAA’s Office of Commercial Space Transportation. The FAA performs
an initial screening or review of the application to determine if the information provided is “complete
enough” to initiate the permit review process. We use Title 14 of the Code of Federal Regulations
(14 CFR) part 437 Experimental Permits as a guide. After completing our initial review, we notify the
applicant of the following:
1) The FAA accepts the application and will initiate the reviews and evaluations required to
make a decision about the permit; or
2) The application is so incomplete or indefinite that the FAA cannot start to evaluate it.
Once the FAA accepts an application and determines that it is complete enough, we have 120 days to make
a permit determination as to whether-or-not to issue an Experimental Permit to the applicant. If the
application is not complete enough, we notify the applicant in writing that the application lacks enough
information to complete the evaluations and approvals required for a permit determination, or that issues
exist that would negatively affect a permit determination.
BlueSky Aerospace’s Experimental Permit Application. The vehicle and concept of operations
described in this sample permit application are those of a vertical launch and landing reusable suborbital
rocket. Based on a hypothetical scenario, BlueSky Aerospace—a fictitious company—proposes to develop
a reusable vertical launch and landing rocket to be flown for the purpose of research and development.
BlueSky seeks an FAA Experimental Permit to conduct its research and development tests within an
operating area located south of SpaceCity, MyState. This potential operator proposes a two-tiered
development program: 1) The short-term goal is to conduct launches, under an Experimental Permit, to
40,000 ft (12 km) and 328,000 ft (100 km) with a crewed suborbital rocket; 2) The long-term goal is to
develop an operational reusable suborbital launch vehicle capable of carrying one pilot and two paying
passengers to an altitude of 100 km in order to experience about four minutes of zero gravity. BlueSky will
seek a Launch License to operate this reusable suborbital launch vehicle. The following attachment
demonstrates the submittals BlueSky should provide to the FAA as part of its application for an
Experimental Permit.
Earnest J. Rocketman, Ph.D.
President and Chief Scientist
BlueSky Aerospace
123 Milky Way
SpaceCity, MyState 12345
September 12, 2006
Federal Aviation Administration
Associate Administrator for Commercial Space Transportation
Room 331
800 Independence Avenue, S.W.
Washington, D.C. 20591
Attention: Application Review
BlueSky Aerospace is pleased to submit the enclosed application for an Experimental Permit for
our proposed reusable vertical take-off, vertical landing suborbital vehicle operating out of the
New Frontier Spaceport in MyState. The permitted vehicle will be flown for the purpose of
research and development.
Certificate of Accuracy
I, Earnest J. Rocketman, as an officer or individual authorized to act for the corporation in
permitting matters, certify this document as true, complete, and accurate.
Confidentiality Request
This application for an Experimental Permit contains trade secrets and proprietary commercial
data that BlueSky Aerospace requests the FAA treat as confidential.
Please direct inquiries and correspondence to me at the above address, or call me at (777) 1234567.
Respectfully yours,
Earnest J. Rocketman, Ph.D.
President and Chief Scientist
BlueSky Aerospace
Experimental Permit Application
for a
Vertical Launch & Landing
Reusable Suborbital Rocket
Table of Contents
1.
Program Description............................................................................................................... 1
1.1
Program Description [§437.23]....................................................................................... 1
1.2
Vehicle Description [§437.23(a) & §437.23(b)(1-3)] ..................................................... 1
1.2.1
Description of Reusable Suborbital Rocket Systems [§437.23(b)(1)] .................. 5
1.2.1.1
Structural System Overview ............................................................................. 5
1.2.1.2
Thermal System Overview................................................................................ 6
1.2.1.3
Propulsion System Overview............................................................................ 7
1.2.1.4
Landing System Overview................................................................................ 9
1.2.1.5
Avionics and Guidance System Overview........................................................ 9
1.2.1.6
Flight Control System Overview .................................................................... 10
1.2.1.7
Environmental Control System Overview ...................................................... 11
1.2.1.8
Pneumatic/Hydraulic System Overview ......................................................... 11
1.2.1.9
Electrical System Overview............................................................................ 11
1.2.1.10 Software and Computing Systems Overview ................................................. 12
1.3
Vehicle Purpose [§437.23(b)(4)] .................................................................................. 12
1.4
Payload Description [§437.23(b)(5)] ............................................................................ 12
1.5
Foreign Ownership [§437.23(c)]................................................................................... 12
2. Flight Test Plan..................................................................................................................... 12
2.1
Flight Test Plan Description [§437.25(a)]..................................................................... 12
2.2
Description of Proposed Operating Area(s) [§437.25(b-c)].......................................... 14
3. Operational Safety Documentation....................................................................................... 17
3.1
Pre-Flight and Post-Flight Operations [§437.27 & §437.53(a-b)] ................................ 17
3.2
Hazard Analysis [§437.29 & §437.55(a)] ..................................................................... 18
3.3
Operating Area Containment ........................................................................................ 20
3.3.1
Methods of Containment [§437.31 & §437.57(a)].............................................. 20
3.3.2
Population [§437.31(a) & §437.57(b)]................................................................ 20
3.3.3
Significant Traffic [§437.31(a) & §437.57(b)].................................................... 21
3.4
Key Flight-Safety Event Limitations ............................................................................ 22
3.4.1
Key Flight-Safety Events [§437.31(b) & §437.59(a)]......................................... 22
3.4.2
Reentry Impact Point [§437.31(b) & §437.59(b)]............................................... 23
3.5
Landing and Impact Locations [§437.33 & §437.61] ................................................... 25
3.6
Agreements [§437.35 & §437.63]................................................................................. 25
3.7
Collision Avoidance Analysis [§437.65] ...................................................................... 25
3.8
Tracking a Reusable Suborbital Rocket [§437.37 & §437.67] ..................................... 25
3.9
Flight Rules ................................................................................................................... 26
3.9.1
Pre-Flight Checklist [§437.39 & §437.71(a)]...................................................... 26
3.9.2
All Phases of Flight [§437.39 & §437.71(b)]...................................................... 26
3.10
Mishap Response [§437.41 & §437.75(b)] ................................................................... 26
4. Environmental Impacts Analysis Information [§437.21(b)(1)] ............................................ 26
5. Compliance with Additional Requirements.......................................................................... 27
5.1
Information Requirements for Operations with Flight Crew and Space Flight
Participants [§437.21(b)(3), Part 460]........................................................................... 27
5.1.1
Crew Qualifications and Training [§437.21(b)(3), §460.5 & §460.7] ................ 27
-i-
5.1.2
Environmental Control and Life Support Systems [§437.21(b)(3), §460.11]..... 27
5.1.3
Smoke Detection and Fire Suppression [§437.21(b)(3), §460.13]...................... 28
5.1.4
Human Factors [§437.21(b)(3), §460.15]............................................................ 28
5.1.5
Verification Program [§437.21(b)(3), §460.17] .................................................. 28
5.1.6
Spaceflight Participant Training [§437.21(b)(3), §460.51]................................. 28
5.1.7
Security [§437.21(b)(3), §460.53]....................................................................... 28
5.2
Information Requirements for Obtaining a Maximum Probable Loss Determination for
Permitted Activities [§437.21(b)(2); Appendix A to Part 440, Part 3] ......................... 29
5.2.1
Identification of Location For Pre-Flight and Post-Flight Operations [Appendix
A to Part 440, Part 3A]........................................................................................ 29
5.2.2
Identification of Facilities Adjacent to the Location of Pre-Flight and Post-Flight
Operations [Appendix A to Part 440, Part 3B].................................................... 29
5.2.3
Maximum Personnel Not Involved in Permitted Activities That May Be Exposed
to Risk During Pre-Flight and Post-Flight Operations [Appendix A to Part 440,
Part 3C] ............................................................................................................... 29
6. Vehicle Inspection [§437.21(d)] ........................................................................................... 29
7. Acronyms.............................................................................................................................. 29
Appendices .................................................................................................................................... 31
Appendix A: Details and Assumptions of the Monte Carlo Analysis ................................ 32
Appendix B: BlueSky Checklist and Flight Rules.............................................................. 34
Appendix C: List of Supporting Documentation................................................................ 36
Appendix D: BlueSky Aerospace Hazard Analysis ........................................................... 37
Appendix E: BlueSky Verification Schedule ..................................................................... 58
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Figures
Figure 1: Vehicle Mass Properties (Flight to 328,000 ft)................................................................ 1
Figure 2: Vehicle Dimensions ......................................................................................................... 2
Figure 3: Rocket Engine Thrust Profile (Flight to 328,000 ft) ........................................................ 3
Figure 4: Mission Profile................................................................................................................. 4
Figure 5: Primary Structural Components....................................................................................... 6
Figure 6: RCS Thruster Location .................................................................................................... 8
Figure 7: Location of New Frontier Spaceport.............................................................................. 15
Figure 8: Operating Areas for Test Flights.................................................................................... 16
Figure 9: Population Density for New Frontier Spaceport and Operating Areas.......................... 21
Figure 10: Three-Sigma Dispersion Ellipses for Flights to 40,000 ft............................................ 23
Figure 11: Three-Sigma Dispersion Ellipses for Flights to 328,000 ft.......................................... 24
Figure 12: Operating Area for the Primary Trajectory (Flights to 328,000 ft), Determined by
Impacts from Malfunction Turn Failures................................................................... 33
- iii -
Tables
Table 1 Planned Flight Test Summary .......................................................................................... 13
Table 2 Severity of Hazard............................................................................................................ 19
Table 3 Likelihood of Occurrence of Hazard................................................................................ 19
Table 4 Risk Acceptability Matrix ................................................................................................ 20
Table 5 Location of Key Flight-Safety Events IIPs (Primary Flight Test Operating Areas) ........ 22
- iv -
1. Program Description
1.1
Program Description [§437.23]
BlueSky Aerospace is developing a suborbital launch program with the short-term and long-term
goals of launching and landing a reusable suborbital rocket in an area south of SpaceCity,
MyState. Our vehicle, the Vertical-Sky-1 or VS-1, will operate in an area owned by New
Frontier Spaceport. The short-term goal is to launch the VS-1 for the purpose of research and
development. This vehicle will carry only a pilot aboard. We are seeking an FAA Experimental
Permit to conduct these research and development tests with our VS-1 vehicle.
The long-term goal of our program is to develop a reusable suborbital launch vehicle (VerticalSky-2 or VS-2) capable of carrying one pilot and two paying passengers to an altitude of 100 km
so that the passengers can experience about four minutes of zero gravity. We plan to operate this
vehicle under an FAA Launch License.
1.2
Vehicle Description [§437.23(a) & §437.23(b)(1-3)]
The Vertical-Sky-1 is a vertical launch single-stage vehicle that launches using a bi-propellant
rocket engine burning RP-1 as the fuel and liquid oxygen as the oxidizer. The vehicle’s dry
weight is 3,978 lb. Gross liftoff weight is approximately 10,266 lb. Our rocket engine has a sea
level thrust of 14,500 lb. The vehicle length is 23.2 ft and its diameter is 5.0 ft. Figure 1 and
Figure 2 provide the vehicle’s mass properties and dimensions, respectively. Figure 3 presents
the thrust profile of the rocket engine during the rocket burn.
Weight (lb)
Structure
Thermal Protection
Landing System
Propulsion System
Power
Avionics
Environmental Control
Personnel Provisions
Dry Weight
1809
95
286
620
259
351
234
324
3978
RCS Propellant
Landing Propellant
Residuals/Reserves
Ascent Propellant
Propellant Weight
11
293
91
5603
5998
Crew
Gross Weight
250
10226
Figure 1: Vehicle Mass Properties (Flight to 328,000 ft)
-1-
Figure 2: Vehicle Dimensions
-2-
Thrust vs. Time
25,000
Thrust (lb)
20,000
15,000
10,000
5,000
0
0
10
20
30
40
50
60
70
80
Time (sec)
Figure 3: Rocket Engine Thrust Profile (Flight to 328,000 ft)
-3-
90
100
3. Coast to Apogee
4. Atmosphere
Reentry
5. Drogue Chute
Deploy
2. Engine Cutoff
6. Main Chute
Deploy
7. Powered
Vertical
Landing
1. Vehicle
Liftoff
Figure 4: Mission Profile
Figure 4 depicts a typical mission profile for the vehicle. During experimental permitted flighttesting, the pilot will be the only human aboard the vehicle and will have full control of the
vehicle from liftoff to landing. The mission begins with a vertical launch from a launch pad on
the New Frontier Spaceport. After rocket engine cutoff, the vehicle coasts to an altitude of
328,000 ft (100 km), and then re-enters the atmosphere. A drogue chute deploys first, followed
by the main parachute to reduce the vehicle’s airspeed. At an altitude of approximately 200 ft,
the pilot ignites the main rocket engine for a powered vertical landing at a downrange site.
-4-
1.2.1
1.2.1.1
Description of Reusable Suborbital Rocket Systems [§437.23(b)(1)]
Structural System Overview
As presented in Figure 5, the structure of the vehicle consists of three primary components—the
aft structure, the crew cabin structure, and the nose cone structure—all of which are constructed
with skin-stringer aluminum. The nosecone is topped with a high-temperature titanium plug.
The aft structure houses the main rocket engine, the oxidizer and fuel tanks, the landing gear, and
the aft reaction control system (RCS) thrusters and tanks. The nose cone structure houses the
avionics, the parachutes, and the nose RCS thrusters and tanks, and is maintained at cabin
temperature and pressure.
The crew cabin has seating for one pilot forward and two passengers aft. The pilot seat has a
center stick for pitch, roll, and yaw control. The flight control system will be described in more
detail in the Flight Control System Overview section. The crew cabin is pressurized to 12 psi for
normal operations. BlueSky used the following FAA/AST guidance document to determine the
appropriate verification safety factors for all structures: FAA/AST Guide to Verifying SafetyCritical Structures for Reusable Launch and Reentry Vehicles. The environmental control system
will be described in more detail in the Environmental Control System Overview section. The
crew cabin has four dual-paned windows made of homogeneous plastic, to provide outside
observation during the flight. A dehumidifier fan in the nose cone blows re-circulated cabin air
between the two windowpanes of the four windows so that they do not fog over. The crew cabin
has a hatch on the port side that provides entry and exit for the pilot.
-5-
Figure 5: Primary Structural Components
1.2.1.2
Thermal System Overview
The vehicle has a thermal protection coating to protect the structure from heating during
atmospheric reentry. This coating maintains the temperature of the underlying structure to less
than 200 degrees Fahrenheit. The material used to provide the thermal protection for this vehicle
is called sparesyl. This is a spray-on foam currently being used on expendable launch vehicle’s
(ELV’s) payload fairings. Once applied to the vehicle, the sparesyl material protects the vehicle
over many flights, and is easily inspected between flights. The thickness of the sparesyl tapers
from 0.25 inch at the tip of the nose to 0.10 inch a foot aft of the tip of the nose. From that point
the thickness is maintained at 0.10 inch. The sparesyl material is initially sprayed onto the outer
surface of the vehicle. It is then molded to the desired thickness using trowels. Between flights,
we will inspect the sparesyl coating. If any flight conditions do exceed the temperature limits of
the sparesyl material, the resultant high outer skin temperature will produce first scorching; then
charring, and possibly ablation. All these conditions will be evident upon inspection, and we can
easily apply additional sparesyl before the next flight.
-6-
1.2.1.3
Propulsion System Overview
The propulsion system consists of the main rocket engine, which is used during the ascent and
descent burns, and the reaction control system (RCS), which is used for attitude control.
The main propulsion system, our F-300 engine, consists of a single liquid propellant rocket
engine using RP-1 for the fuel and liquid oxygen for the oxidizer. MyOwnRocket Inc, a
contractor to BlueSky Aerospace, is building the F-300 engine. It has a sea level thrust of 14,500
lb and produces a moderate-level vacuum Isp of 300 sec. Figure 3 in the Vehicle Description
section presents the thrust profile of the rocket engine during the rocket burn, where the
increasing thrust is due to the reduction in atmospheric density during ascent. The rocket engine
is a very simple, low-cost design. It does not have throttle or gimbal capabilities. It burns for
approximately 85 seconds during liftoff, and relights for approximately 10 seconds during the
vertical landing of the vehicle.
The fuel and oxidizer tanks are constructed with monocoque aluminum, and are housed in the aft
structure. The fuel tank is filled through a fill port in the aft structure above the fuel tank, and has
a dump port in the aft structure below the fuel tank. The oxidizer tank, which is the lower tank, is
filled through a fill port in the aft structure above the oxidizer tank, and has a dump port in the aft
structure below the oxidizer tank. In case of anomalies or an emergency during ascent, the pilot
can open the oxidizer dump ports to dump the oxidizer from the vehicle. The fill ports and dump
ports are connected to the tanks with braided steel flex hose.
The plumbing lines connect the fuel and oxidizer tanks to the main rocket engine and are braided
steel flex hose.
The main function of the RCS propulsion system is to maintain attitude control during the main
engine ascent/descent burns and the high-altitude coast phase of the flight. This system is
completely controlled by the pilot of the vehicle using the center control stick. The RCS system
uses gaseous nitrogen (GN2) as the propellant, and consists of a total of twenty thrusters and two
small GN2 fuel tanks pressurized at 5000 psi in the nose and in the aft structure. The GN2 fuel
tanks contain the required amount of GN2 for the flight plus an additional 25% as a safety
margin.
Eight RCS thrusters are embedded in the nose structure. Two thrusters on the right side and two
thrusters on the left side provide yaw control. Two thrusters on the top of the nose provide pitch
control. The remaining two thrusters, on the right and left side, are canted downward to provide
pitch and yaw control. One of the two GN2 tanks is mounted in the nose structure, and plumbing
lines run from the tank to the eight nose thrusters.
Twelve RCS thrusters are embedded in the aft structure, with eight of the thrusters situated in a
similar fashion to the thrusters on the nose to provide roll, pitch, and yaw control. The remaining
four RCS thrusters are mounted to the inside base of the aft structure, at four points of the circle,
to provide for additional pilot control during the powered landing of the vehicle. These base
thrusters are fired to maintain the vehicle’s vertical orientation during the landing. One of the
two GN2 tanks is mounted in the aft structure, and plumbing lines run from the tank to the twelve
aft thrusters.
-7-
By pairing the thrusters for roll, pitch, and yaw control, the system is dually redundant. Figure 6
depicts the locations of the twenty RCS thrusters.
Nose Pitch/Roll Thrusters
2 canted downward
Aft Pitch/Roll Thrusters
2 canted downward
Figure 6: RCS Thruster Location
-8-
1.2.1.4
Landing System Overview
The landing system for the BlueSky vehicle consists of two main items—the parachute system
and the landing gear.
The parachute system is housed in the nose cone structure, and is maintained at cabin temperature
and pressure throughout the flight. The parachute system consists of a small drogue chute and a
much larger main parachute. The pilot activates the deployment of both parachutes. The pilot
deploys the drogue chute after atmospheric reentry to begin the initial deceleration of the vehicle
as well as to rotate the vehicle to vertical. Once the vehicle reaches a vertical orientation, the
pilot deploys the main parachute for the remainder of the descent.
The landing gear is housed in the aft structure of the vehicle. The landing gear consists of four
landing struts that are extracted from four structural housings mounted inside the aft structure at
four points of the circle. Figure 6 shows the location of the landing gear. The landing gear
extends from the aft structure using high-tension springs. Once deployed, there is no on-board
retraction capability for the landing gear. The pilot actuates the landing gear using a lever on the
instrument panel on the left side of the center console after the parachute has fully deployed and
the vehicle is in a stable descent. Though the normal operation of the vehicle calls for the main
rocket engine to relight for a powered landing, the landing gear is designed to withstand the
forces of an un-powered landing with just the parachutes.
The last phase of the landing occurs at an altitude of approximately 200 ft, when the main rocket
engine relights for approximately 10 seconds to provide the final deceleration before touchdown.
1.2.1.5
Avionics and Guidance System Overview
The avionics and guidance system is composed of a central processor and a navigation box. The
central processor, housed in the nose of the vehicle, controls the navigation and vehicle status
functions. The navigation box houses the navigational sensors, including three-rate gyros, three
accelerometers, two altitude-reporting systems, two Global Positioning System (GPS) receivers
and antennas, and a telemetry transmitter and antenna. The two GPS antennas and the UHF
telemetry antenna are mounted to the outer surface of the top of nose structure, flush with the
surface. The information from the processor and the navigation unit is delivered to the pilot
through two colored LCD monitors mounted on the center console in front of the pilot. The pilot
can track important flight parameters such as altitude, position, velocity, vehicle orientation,
projected instantaneous impact point (IIP), and propellant quantities. The fuel and oxidizer tank
quantity gauges on the display are marked with a blue line that signifies the point at which the
pilot should end the firing of the rocket engine during ascent. A warning system will provide the
pilot with audible and visual signals when safe operating ranges of safety-critical flight
parameters are exceeded. The central processor also contains a data storage unit that stores all of
the vehicle parameters, such as position, velocity, attitude, accelerations, etc., for each flight.
This data will be used to conduct the post-flight analysis, as well as to support any anomaly or
mishap investigations.
The communication system consists of an audio panel on the right side of the center console
controlling two communications transceiver radios. The antennas for both radios are mounted to
the outer surface of the nose structure in separate positions to allow contact for all possible
vehicle attitudes. Only the pilot is wired to the audio panel for radio transmit capabilities. A
-9-
push-to-talk control for the pilot is located on the center control stick. Our communication
system allows for real-time communication between our Ground Command Station and the pilot,
as well as real-time communication between the Ground Command Station and ATC.
Communications between ATC, Ground Command Station, and pilot that may affect the safety of
the flight are recorded at our Ground Command Station.
Flight Control System Overview
1.2.1.6
The main flight controls for the pilot consist of the center control stick for pitch, roll, and yaw
control. By moving the center control stick the pilot initiates electrical switches that control the
firing of the correct combination of RCS thrusters. In addition to controlling the pitch, roll and
yaw, the center control stick also has a push-to-talk control for the pilot to operate the radios as
described in the Avionics and Guidance System Overview section and an engine on/off Fail-Safe
Switch to control the fuel and oxidizer flow valves of the main engine. This Fail-Safe Switch is
designed such that the rocket shuts down if the pilot releases the switch. The pilot holds down
the engine on/off switch in order to fire the main rocket engine to begin the ascent, and releases
the on/off switch once the vehicle has reached the target burnout conditions. The pilot also
activates the engine on/off switch to fire the main rocket engine during landing. The pilot can
release the engine on/off control at any time. At that point the rocket engine will stop firing.
This capability allows for rocket engine shutoff during emergency conditions.
The instrument panel, located on the left side of the center console, contains the remaining flight
controls. Most of these are on/off controls that are used during the various phases of flight. They
are the:
-
Engine Arm Switch,
RCS Arm switch,
Parachute Enable Switch,
Drogue Chute Deploy Button,
Main Chute Deploy Button,
Landing Gear Deploy Lever,
Battery Select Dial, and
Oxidizer Dump Switch.
The Engine Arm Switch is activated before launch and enables the engine on/off control on the
center control stick. The RCS Arm Switch is also activated before launch and enables the RCS
control by the center control stick. The Parachute Enable Switch is activated during atmospheric
reentry to enable the drogue and main chute controls. The Drogue Chute Deploy Button is
pushed after atmospheric reentry to deploy the drogue chute to initiate deceleration of the vehicle
as well as to rotate the vehicle to vertical. The Main Chute Deploy Button is pushed once the
vehicle is in a vertical orientation, deploying the main chute for the remainder of the descent.
The Landing Gear Deploy Lever is used to lower the landing gear after the parachute has fully
deployed and the vehicle is in a stable descent. Once deployed the landing gear cannot be
retracted during the flight.
Using the Battery Select Dial, the pilot can manually select between the two batteries.
- 10 -
The Oxidizer Dump Switch is used to enable the pilot to dump the oxidizer under emergency
flight conditions.
1.2.1.7
Environmental Control System Overview
The environmental control system provides environmental conditions that enable the crew to
perform their functions properly. It also helps to defog the windows, as well as provides cooling
for the vehicle’s avionics. Two tanks filled with pressurized air at 5000 psi are located in the
nose cone of the vehicle. Each tank can provide the required air and pressurization for the entire
flight. The pressurized air tanks maintain the crew cabin at near sea level pressure and at room
temperature during the entire flight. The conditioned air is also vented through the nose cone of
the vehicle to maintain the temperature and pressure of the avionics, flight controls, RCS
components, and the parachutes in the nose cone.
The air is circulated throughout the crew cabin using an air conditioning unit that consists of fans,
a CO2 scrubber, and a dehumidifier. A fan is used to draw air into the CO2 scrubber (which
captures CO2 and removes it from the air) and then into the dehumidifier (which traps moisture to
dry the air). This clean dried air is then vented back into the cabin. As stated previously in the
Structural System Overview section, a second dehumidifier fan in the nose cone blows recirculated cabin air between the two windowpanes so that they do not fog over.
The environment of the crew cabin is controlled from the environmental control panel located on
the bulkhead to the right of the pilot. One dial controls the main air-conditioning fan, and a
second dial controls the window defog fan. Also located on the environmental control panel is a
dial for each of the pressurized air tanks. Each of these dials has three settings: off, on, and
emergency. For a typical flight, only one of the tanks needs to be turned on. If there is a drop in
cabin pressure (caused, for example, by a puncture of the structure), both tanks can be turned to
the emergency setting. Air is then vented into the crew cabin to maintain cabin pressure.
The environmental control panel also contains environmental indicator gauges, including gauges
for crew cabin pressure, temperature, and relative humidity, as well as gauges for CO2 and O2
concentration levels. A warning system will provide the pilot with audible and visual signals
when safe operating ranges of these safety-critical flight parameters are exceeded.
1.2.1.8
Pneumatic/Hydraulic System Overview
N/A. The vehicle uses only electro-mechanical actuation, and does not contain any pneumatic or
hydraulic systems.
1.2.1.9
Electrical System Overview
Two lithium-ion batteries housed in the nose structure provide the power for the avionics and
guidance system, the flight control system, and the environmental control system. Each battery is
capable of providing power for all systems for the duration of the flight, providing for dual
redundancy. Using the Battery Select Dial, the pilot can manually select between the two
batteries.
- 11 -
1.2.1.10
Software and Computing Systems Overview
A list of the functional systems that contain software is provided below. The software safety
approaches used follow the FAA/AST Guide to Reusable Launch and Reentry Vehicles Software
and Computing System Safety.
o
o
o
o
o
o
o
1.3
Global Positioning System (GPS)
Inertial Measurement Unit (IMU)
Flight Display
Propulsion System Health Monitoring
Air Data Sensing
Flight Control Systems
Environmental Control System Health Monitoring
Vehicle Purpose [§437.23(b)(4)]
During the experimental phase of the program, the VS-1 will be flown for research and
development to test a reusable vertical launch and landing design concept.
1.4
Payload Description [§437.23(b)(5)]
BlueSky plans to fly the Atmospheric CO2 Sensor Instrument. The Atmospheric CO2 Sensor
Instrument is a scientific payload designed to measure the CO2 levels at various altitudes during
flight.
1.5
Foreign Ownership [§437.23(c)]
BlueSky Aerospace is a 70% American-owned corporation, with 30% foreign interests or
participating entities. World Space Launch International, United Kingdom, controls a 30% stake
in BlueSky Aerospace.
2. Flight Test Plan
2.1
Flight Test Plan Description [§437.25(a)]
This is an incremental testing program. Our flight test program is scheduled to begin in the fall of
2006. The locations of our tests are the Military Rocket Range and the New Frontier Spaceport.
Initial tests will focus on the ground and flight tests of some key systems of our launch vehicle,
such as the reaction control system, the parachute deployment system, and the landing system.
These tests will provide the verification data to support the mitigation measures of our hazard
analysis. Given that these tests do not include the launch of a launch vehicle, they will not
require an FAA Experimental Permit. Later tests of our suborbital rocket, the VS-1, will require
an Experimental Permit. Table 1 contains a summary of our testing program.
- 12 -
Table 1 Planned Flight Test Summary
Flight Test
Location
Maximum
Altitude
Number
of Tests
With
Pilot
Exp. Permit
Required
1. Helicopter drop
test, dummy
weight
Military Rocket
Range
10,000 ft
4
No
No
2. Helicopter drop
test, no main
engine
Military Rocket
Range
10,000 ft
8
No
No
3. Helicopter drop
test, with main
engine
Military Rocket
Range
10,000 ft
6
Yes
No
4. Vertical launch
to 40,000 ft
New Frontier
Spaceport
40,000 ft
5
Yes
Yes
5. Vertical launch
to 328,000 ft
New Frontier
Spaceport
328,000 ft
3
Yes
Yes
Flight Test #1: The first set of tests will focus on the parachute deployment system. A dummy
weight will represent the vehicle during these tests. We will drop the dummy weight and the
attached parachute deployment system from a helicopter at an altitude of 10,000 ft. Once clear of
the helicopter, the drogue parachute will deploy, followed by the main parachute. Our groundbased remote control will initiate the parachute deployment sequence.
Flight Test #2: The second set of tests will demonstrate the un-powered landing sequence of our
vehicle with a dummy weight in place of the main rocket engine. The helicopter will carry the
vehicle aloft to an altitude of 10,000 ft. The helicopter will drop the vehicle with its landing gear
fully deployed and locked in place. The pilot will control the RCS thrusters and the parachute
deployment from the ground. The vehicle will land un-powered using its main parachute.
Flight Test #3: The third set of tests will demonstrate the powered landing sequence. Our
testing helicopter will carry the vehicle to 10,000 ft. The helicopter will then drop the vehicle,
with its landing gear fully deployed and locked in place to simulate a typical descent. The pilot
will control the RCS thrusters and the parachute deploy from within the vehicle. When the
vehicle has descended to an altitude of approximately 200 ft above the ground, the pilot will
ignite the main rocket engine to provide the final deceleration until touchdown. As our program
progresses the helicopter will drop the vehicle with the landing gear retracted. The pilot will then
deploy the landing gear prior to landing.
Flight Test #4: The fourth series of tests requires an FAA Experimental Permit. These tests will
originate at the New Frontier Spaceport. The vehicle will be mounted onto its launch stand with
enough propellant to carry it to an altitude of 40,000 ft, as well as enough propellant for a
- 13 -
powered landing. An altitude of 40,000 ft will provide sufficient margin for the pilot to deploy
the parachutes. The pilot will then deploy the landing gear while using the RCS thrusters to
vertically stabilize the vehicle. At approximately 200 ft, the pilot will ignite the main rocket
engine to decelerate the vehicle until touchdown.
Flight Test #5: The fifth series of tests requires an FAA Experimental Permit. These tests will
originate at the New Frontier Spaceport. The vehicle will be mounted on its launch stand with the
propellant tanks fully loaded. The pilot will initiate the firing of the main rocket engine carrying
the vehicle to an altitude of 328,000 ft. As the vehicle passes back through 30,000 ft, the pilot
will initiate the deployment of the drogue parachute, followed by the main parachute. The pilot
will then deploy the landing gear and ignite the main rocket engine at approximately 200 ft above
the ground for final deceleration and touchdown.
List of Key Flight-Safety Events: For the flights originating at the New Frontier Spaceport, the
key flight-safety events are the:
2.2
Main rocket engine ignition,
Parachute deployment,
RCS attitude control ignition sequence,
Powered landing, and
Envelope expansion flight(s) from 40,000 ft to 328,000 ft.
Description of Proposed Operating Area(s) [§437.25(b-c)]
The New Frontier Spaceport is located near SpaceCity, MyState. This location lies along the
western boundary of the Military Rocket Range, and will benefit from the controlled airspace
around the Military Range. The Spaceport encompasses a 27 square mile site consisting of open
land with an average elevation of 4,700 ft. The Spaceport facilities include a launch complex, a
12,000 ft runway and aviation complex, a payload assembly complex, a support facilities
complex, and a system development complex.
The location of the Spaceport, and its proximity to the Military Rocket Range, are presented in
Figure 7. The proposed operating areas for our test program are shown in Figure 8.
- 14 -
Military
Rocket
Range
195
205
B-City
26
SpaceCity
C-City
New Frontier
Spaceport
E-City
309
79
National
Forest
National
Forest
30
D-City
195
F-City
8
Figure 7: Location of New Frontier Spaceport
- 15 -
Military
Rocket
Range
195
205
B-City
SpaceCity
26
E-City
C-City
309
79
National
Forest
National
Forest
30
D-City
195
F-City
8
Figure 8: Operating Areas for Test Flights
Initial Test Operating Area: The blue circle in Figure 8 shows the 6 nm radius operating area
on the Military Rocket Range that will be used for the helicopter drop tests. These are flight test
series 1 through 3.
Primary Flight Test Operating Area (Flights to 40,000 ft): The green oval in Figure 8 shows
the proposed operating area for our permitted flight tests. It is a volume defined by an ellipse that
is 4 nm long by 3 nm wide and extends upward to 50,000 ft. The black diamond is the location of
our launch site. The boundary of the operating area is an ellipse defined by the equation: (x/a)2 +
(y/b)2 = 1, where b = 1.5 nm (width) and a = 2 nm (length). The boundary of this operating area
is defined by the following:
•
Longitude: 106° 53’ 00” W and 106° 58’ 00” W
•
Latitude: 32° 54’ 00” N and 32° 57’ 00” N
•
Maximum height of 50,000 ft
- 16 -
•
Axes of the ellipse: 106° 55’ 30” W longitude and 32° 55’ 30” N latitude
Primary Flight Test Operating Area (Flights to 328,000 ft): The red solid-lined oval in Figure
8 shows the operating area for our permitted flight tests. It is a volume defined by an ellipse that
is 20 nm long by 13 nm wide and extends upward to 350,000 ft. The black diamond is the
location of our launch site. The boundary of the operating area is an ellipse defined by the
equation: (x/a)2 + (y/b)2 = 1, where b = 6.5 nm (width) and a = 10 nm (length). The boundary of
this operating area is defined by the following:
•
Longitude: 106° 38’ 00” W and 107° 02’ 00” W
•
Latitude: 32° 48’ 30” N and 33° 01’00” N
•
Maximum height of 350,000 ft
•
Axes of the ellipse: 106° 50’ 00” W longitude and 32° 55’ 30” N latitude
3. Operational Safety Documentation
3.1
Pre-Flight and Post-Flight Operations [§437.27 & §437.53(a-b)]
On the day of flight, the VS-1 vehicle will be transported to the launch site from a vehicle
processing facility using a flatbed truck. Only launch processing crews and the flight crew will
be allowed at the launch site while performing operations under the experimental permit. The
justification and method used to determine our safety clear zone is described below.
A 1,250-feet radius circle defines our “safety clear zone.” This is our acceptable minimum safe
distance during pre-flight and post-flight operations. Greater distances will be used whenever
practicable to maximize public safety and minimize potential damage to nearby facilities and
equipment. In addition, at T-30 minutes and T-5 minutes prior to each flight test, BlueSky will
conduct helicopter surveillance of the operating area to clear the operating area of all uninvolved
personnel. If anyone is detected in the operating area, the countdown to launch will be stopped
(i.e., “No-Go” status). Our safety official will be dispatched to confirm that the operating area is
cleared of all personnel.
The flight vehicle is initially loaded with RP-1 and GN2. When oxidizer is added, the status of
the area around the vehicle changes to Hazard Class 1, Division 1.1 (HC/D 1.1). It is important to
minimize the timeline of a vehicle when it is in this state and to minimize the number of people
who are exposed to it. Explosive siting for Hazard Class 1 is based on the quantity of explosive
material and separation distance relationships (QD) that provide defined types of protection.
Explosive siting criteria for the BlueSky vehicle were selected to satisfy, as a minimum, the
requirements found in Appendix D of 14 CFR Part 420.63 and DOD 6055.9, “DOD Ammunition
And Explosives Safety Standards.” Additional guidance is taken from Department of
Transportation, Federal Aviation Administration, Commercial Space Transportation; “Waiver of
Liquid Propellant Storage and Handling Requirements for Operation of a Launch Site at the
Mojave Airport in CA” (Federal Register / Vol. 69, No. 130 / Thursday, July 8, 2004 / Notices).
- 17 -
The vehicle is subject to appropriate QD criteria based on type and weight of the fuel and
oxidizer on board. For the purpose of explosive siting, the total weight of the flight vehicle fuel
and oxidizer plus the weight of the oxidizer in the servicing tanker are considered in establishing
the appropriate QD area for the loading area. In accordance with DOD 6055.9-STD, Rev 5,
Tables C9-T18 and C9-T1, the vehicle loading area will be located a minimum of 1,250 feet from
any inhabited building.
Post-flight operations begin upon landing. Any oxidizer remaining in the vehicle is removed
through the oxidizer dump port, at which point the vehicle’s status is downgraded to “nonexplosive.” Any remaining fuel is then removed through the fuel dump port. The vehicle is then
rotated onto our flatbed truck to a horizontal orientation and transported to a vehicle processing
facility to prepare for the next flight.
3.2
Hazard Analysis [§437.29 & §437.55(a)]
BlueSky’s hazard analysis process consists of four parts:
1) Identifying and describing the hazards,
2) Determining and assessing the risk for each hazard,
3) Identifying and describing risk elimination and mitigation measures, and
4) Validating and verifying risk elimination and mitigation measures.
Our assessment of the risks is a qualitative process. Risk accounts for both the likelihood of
occurrence of a hazard and the severity of that hazard. The levels for the likelihood of occurrence
of a hazard, presented in Table 3, and the categories for the severity of a hazard, presented in
Table 2, were used in combination with the four-step hazard analysis process to develop our list
of hazards. The severity and likelihood are combined and compared to criteria in a risk
acceptability matrix, as shown in Table 4. BlueSky used the following FAA/AST guidance
document to perform its hazard analysis: AC 437.55-1, Hazard Analysis for the Launch or
Reentry of a Reusable Suborbital Rocket Under an Experimental Permit.
As our flight test program progresses, there will be anomalies that will be credited to component,
subsystem, or system failures or faults; software errors; environmental conditions; human errors;
design inadequacies; and/or procedural deficiencies. As these anomalies occur during our
program, a risk elimination/mitigation plan will be developed. In addition, BlueSky will provide
verification evidence (i.e., test data, demonstration data, inspection results, and analyses) in
support of our risk elimination/mitigation measures. Our hazard analysis will be continually
updated as our test program progresses. See Appendix D for a list of the identified hazards.
Appendix E provides a description of our verification schedule.
- 18 -
Table 2 Severity of Hazard
Description
Category
Consequence Definition
Catastrophic
I
Death or serious injury to the public or safetycritical system loss.
Critical
II
Major property damage to the public, major safetycritical system damage or reduced capability,
decreased safety margins, or increased workloads.
Marginal
III
Minor injury to the public or minor safety-critical
damage.
Negligible
IV
Not serious enough to cause injury to the public or
safety-critical system damage.
Table 3 Likelihood of Occurrence of Hazard
Description
Level
Individual Item
Frequent
A
Likely to occur often in the life of an item, with a
probability of occurrence greater than 10-2 in any
one mission.
Probable
B
Will occur several times in the life of an item, with
a probability of occurrence less than 10-2 but
greater than 10-3 in any one mission.
Occasional
C
Likely to occur sometime in the life of an item,
with a probability of occurrence less than 10-3 but
greater than 10-5 in any one mission.
Remote
D
Unlikely but possible to occur in the life of an item,
with a probability of occurrence less than 10-5 but
greater than 10-6 in any one mission.
Extremely Remote
E
So unlikely, it can be assumed occurrence may not
be experienced, with a probability of occurrence
less than 10-6 in any one mission.
- 19 -
Table 4 Risk Acceptability Matrix
Severity
Catastrophic
I
Critical
II
Marginal
III
Negligible
IV
Frequent (A)
1
3
7
13
Probable (B)
2
5
9
16
Occasional (C)
4
6
11
18
Remote (D)
8
10
14
19
Extremely Remote (E)
12
15
17
20
Likelihood
Category 1 – High (1-6, 8). Elimination or mitigation actions must be taken to reduce the risk.
Category 2 – Low (7, 9-20). Risk is acceptable
3.3
Operating Area Containment
3.3.1
Methods of Containment [§437.31 & §437.57(a)]
There are three methods of containing our vehicle’s instantaneous impact point within the
operating area. The first is the use of a Monte Carlo analysis to define a large enough operating
area to contain all dispersions resulting from the vehicle pitching or yawing less than or equal to
±5 deg/sec. As described in Appendix A, a Monte Carlo trajectory analysis was performed to
determine possible impact locations. An operating area was then specified that would encompass
all of these impact locations.
The second method for containing the vehicle’s instantaneous impact point within the operating
area focuses on mitigating the malfunctions, as identified in the Hazard Analysis section, which
could cause the vehicle to pitch or yaw at greater than ±5 deg/sec.
The third method for containing the vehicle’s instantaneous impact point within the operating
area is the pilot’s ability to detect an anomaly and shutdown the rocket engine firing within 5
seconds. This is accomplished by releasing the engine on/off Fail-Safe Switch on the center
control stick, as described in the Flight Control System Overview section, and as dictated by our
flight rules (see Flight Rules). Since the LCD monitor displays flight parameters such as altitude,
position, velocity, orientation, and projected IIP as described in the Avionics and Guidance
System Overview section, the pilot will immediately be aware of any variations in the flight path
and can end the rocket engine firing at any time.
3.3.2
Population [§437.31(a) & §437.57(b)]
In addition to the airspace and the geographic location, the population of the region was also a
factor in developing our test program. The population density (Figure 9) model covering the
Spaceport region is based on the Global Population Database. The operating areas for our test
program are located in areas with population densities less than 10 people per square km, the
closest high population centers being SpaceCity, 30 miles to the west, and C-City, 45 miles to the
south. Areas designated by the population database as being unpopulated will serve as the
- 20 -
locations of the key flight-safety events. The landing and impact locations will be visually
surveyed before launch.
The source of the population data is the Global Population Database from Oak Ridge National
Laboratory in Oak Ridge, Tennessee. The Global Population Database is a worldwide population
database with a 0.5-minute by 0.5-minute resolution. Population counts are apportioned to grid
cells based on likelihood coefficients, which in turn are based on proximity to roads, land cover,
nighttime lights, and other information.
Pop density > 1 /km2
Pop density > 2/km2
Pop density > 4/km2
Pop density > 5/km2
Pop density > 6/km2
Pop density > 10/km2
Pop density > 50/km2
Pop density > 100/km2
Military
Rocket
Range
B-City
SpaceCity
E-City
C-City
National
Forest
National
Forest
D-City
F-City
Figure 9: Population Density for New Frontier Spaceport and Operating Areas
3.3.3
Significant Traffic [§437.31(a) & §437.57(b)]
The primary operating area does not contain significant automobile traffic, railway traffic,
waterborne vessel traffic, or large concentrations of the public.
- 21 -
3.4
Key Flight-Safety Event Limitations
3.4.1
Key Flight-Safety Events [§437.31(b) & §437.59(a)]
As described in the Flight Test Plan Description section of this document, and as summarized in
Table 1, our flight test plan involves an incremental testing program. For the vertical launch tests
originating at the New Frontier Spaceport, the key flight-safety events are the:
-
Main rocket engine ignition,
Parachute deployment,
RCS attitude control ignition sequence,
Powered landing, and
Envelope expansion flight(s) from 40,000 ft to 328,000 ft.
These events will be conducted over unpopulated areas. Table 5 provides the geographical
coordinates of the instantaneous impact points for these events. Figures 10 and 11 show the
locations of the impact points’ expected dispersions, which are over unpopulated areas within our
operating area. These areas will be surveyed visually prior to launch to verify that they are
unpopulated.
BlueSky’s method for conducting key flight-safety events over unpopulated or sparsely populated
areas is to have the pilot verify that the vehicle’s IIP is over unpopulated or sparsely populated
areas prior to initiating any of these events. The LCD within our vehicle monitors flight
parameters such as altitude, position, velocity, orientation, and projected IIP (as described in the
Avionics and Guidance System Overview section). The pilot will be aware of any variations in
the flight path and will only initiate a key flight-safety event if the vehicle’s IIP is over an
unpopulated or sparsely populated area (see Flight Rules).
The verification evidence for the methods and systems used to conduct key flight-safety events
over unpopulated or sparely populated areas is detailed in the Hazard Analysis section.
Table 5 Location of Key Flight-Safety Events IIPs (Primary Flight Test Operating Areas)
Event
Flight to 40,000 ft
Flight to 328,000 ft
Latitude
Longitude
Latitude
Longitude
Ignition
32° 55’ 30” N
106° 57’ 00” W
32° 55’ 30” N
106° 57’ 00” W
Parachute Deploy
32° 55’ 30” N
106° 55’ 00” W
32° 55’ 30” N
106° 43’ 00” W
RCS Attitude
Control Ignition
& Powered
Landing
32° 55’ 30” N
106° 54’ 10” W
32° 55’ 30” N
106° 42’ 18” W
- 22 -
3.4.2
Reentry Impact Point [§437.31(b) & §437.59(b)]
Both reentry impact points for our 40,000 ft and 328,000 ft flights are located in unpopulated
areas. As such they do not loiter over populated areas. Figures 10 and 11 show the locations of
the reentry impact points’ expected dispersions. The geographical coordinates for the reentry
impact points are the following:
•
40,000 ft
- Latitude: 32° 55’ 30” N
- Longitude: 106° 55’ 30” W
•
328,000 ft
- Latitude: 32° 55’ 30” N
- Longitude: 106° 43’ 30” W
Parachute
Deploy
Dispersion
Ignition
Dispersion
RCS Attitude
Control Ignition
& Powered
Landing
Dispersion
Reentry
Impact
Point
Dispersion
Figure 10: Three-Sigma Dispersion Ellipses for Flights to 40,000 ft
- 23 -
Parachute
Deploy
Dispersion
Ignition
Dispersion
RCS Attitude
Control Ignition
& Powered
Landing
Dispersion
Reentry
Impact
Point
Dispersion
Population
Figure 11: Three-Sigma Dispersion Ellipses for Flights to 328,000 ft
- 24 -
3.5
Landing and Impact Locations [§437.33 & §437.61]
The landing and impact areas for the vehicle are within the boundary of our operating areas (see
Figures 10 &11). The landing areas encompassed by the operating areas are of sufficient size to
contain an uncontrolled impact, including debris dispersion upon impact (see Appendix A:
Details and Assumptions of the Monte Carlo Analysis). Based on the requirements found in
Appendix D of 14 CFR Part 420.63 and DOD 6055.9, “DOD Ammunition And Explosives Safety
Standards,” the maximum blast radius for an impact of the vehicle (assuming fully loaded) is
1,250 ft radius. This defines the safety clear zone around our vehicle at landing (See Flight
Rules).
3.6
Agreements [§437.35 & §437.63]
BlueSky Aerospace has an agreement with New Frontier Spaceport to have full access and use of
their property and services required to support our permitted flight(s). We also have an
agreement with Military Rocket Range to operate within its boundaries during the landing phase
of our flights.
New Frontier Spaceport has an agreement with FAA Air Traffic Control as part of it launch site
operator license. This agreement governs the use of the airspace within the operating area. The
agreement documents procedures to be used by New Frontier Spaceport, BlueSky Aerospace, and
the FAA in implementing NOTAMS, air route closings, flight operations, and notifications.
Copies of all agreements are included with this application.
An agreement with the U.S. Coast Guard is not necessary, since the flights will not involve
overflight of water.
3.7
Collision Avoidance Analysis [§437.65]
N/A. A collision avoidance analysis is not required from United States Strategic Command or
Federal launch range since our maximum altitude of 100 km is lower than the FAA threshold of
150 km.
3.8
Tracking a Reusable Suborbital Rocket [§437.37 & §437.67]
BlueSky Aerospace will operate the vehicle in coordination with the FAA/ATC. As stated in the
Avionics and Guidance System Overview section, the pilot can track important flight parameters
such as altitude, position, velocity, vehicle orientation, and projected instantaneous impact point
(IIP). In addition, the vehicle’s communications system consists of two communications
transceiver radios for two-way communication between the pilot and our Ground Command
Station. The Ground Command Station will maintain two-way communication with Air Traffic
Control from launch to landing.
Also, as stated in Avionics and Guidance Overview section, the vehicle’s central processor
contains a data storage unit that stores all of the vehicle parameters such as position, velocity,
attitude, accelerations, etc., for each flight. These data will be used to conduct the post-flight
analysis, as well as support any anomaly or emergency investigations.
- 25 -
3.9
Flight Rules
3.9.1
Pre-Flight Checklist [§437.39 & §437.71(a)]
Before initiating rocket-powered flight, BlueSky Aerospace will confirm that all systems and
parameters are within acceptable limits (Appendix B: BlueSky Checklist and Flight Rules).
3.9.2
All Phases of Flight [§437.39 & §437.71(b)]
During all phases of flight, BlueSky Aerospace will adhere to its flight rules. If at any time the
vehicle is in a state that could endanger the uninvolved public, the flight will be aborted. If this
occurs during the main rocket engine burn, the pilot will immediately end the rocket engine burn
and prepare the vehicle for an emergency parachute landing (Appendix B: BlueSky Checklist and
Flight Rules).
3.10
Mishap Response [§437.41 & §437.75(b)]
BlueSky Aerospace will designate a point-of-contact and alternate for all activities associated
with accidents, incidents, or other mishaps related to operations on or off the Spaceport. The
designated point-of-contact and/or alternate will:
• Represent the vehicle operator as a member of the Emergency Response Team (ERT) and
support the Spaceport Emergency Response Coordinator (ERC) by participating in the
activities of the ERT during accidents, incidents, or mishaps.
•
Ensure that the consequences of a mishap are contained and minimized.
•
Assure that all data and physical evidence related to any accident, incident, or mishap is
impounded to preclude loss of information essential to subsequent investigations.
•
Identify and adopt preventive measures for avoiding recurrence of the event.
•
Through the Spaceport ERC, report to and cooperate with FAA and National
Transportation Safety Board (NTSB) investigations and act as the vehicle operator pointof-contact for the FAA and NTSB.
The company’s detailed procedures for responding to a mishap are found in the following
document: Mishap Response Plan. See Appendix C.
4. Environmental Impacts Analysis Information [§437.21(b)(1)]
BlueSky will provide the FAA with the information needed to analyze the environmental impacts
associated with our proposed reusable suborbital rocket launches. This will enable the FAA to
comply with the requirements of the National Environment Policy Act, 42 U.S.C. 4321 et seq.
(NEPA), and the Council on Environmental Quality Regulations for Implementing the Procedural
Provisions of NEPA, 40 CFR parts 1500–1508. Environmental data is included with this
application. See Appendix C.
- 26 -
5. Compliance with Additional Requirements
Information Requirements for Operations with Flight Crew and Space Flight
Participants [§437.21(b)(3), Part 460]
5.1
BlueSky Aerospace provided the following documents demonstrating compliance with the
requirements outlined in Part 460—Human Space flight Requirements. Specifically, we will
comply with Subpart A—Launch and Reentry With Crew since our permitted test flights are
R&D in nature and include only a pilot as flight crew.
5.1.1 Crew Qualifications and Training [§437.21(b)(3), §460.5 & §460.7]
•
Documentation verifying the pilot’s FAA 2nd-class medical certificate issued within the
past 12 months prior to launch. See Appendix C.
•
Documentation verifying the FAA pilot certificate with an instrument rating
demonstrating the pilot’s knowledge of the NAS. See Appendix C.
•
Training program documentation (Appendix C) includes:
A description of the training program including how the pilot will be trained
in every phase of the flight.
o A description of the simulator training for each pilot to familiarize the pilot
with systems and procedures for nominal and non-nominal conditions
including emergency operations and abort scenarios.
o A description of our high-g training program for each crewmember. Our
training program includes training of the pilot in an aerobatic airplane to
simulate the anticipated g-stresses and flight environment. BlueSky R&D
program also includes drop tests of a flight vehicle from a helicopter. Such
tests are designed to train the pilot on implementing our attitude recovery
procedures, as well as provide each pilot with additional aeronautical
experience.
o How each pilot will be trained, in accordance with the flight rules listed in
the Flight Rules section of our document, to operate the vehicle so that it will
not harm the public.
o Before each flight, the pilot will receive a pre-flight briefing on normal and
abort procedures.
The training program and records will be continuously updated and documented to
include lessons learned. See Appendix C.
o
•
•
5.1.2
•
The training completed by each pilot will be documented and maintained for each active
pilot, and all pilot qualifications will be current before a pilot undertakes flight
responsibilities. See Appendix C.
Environmental Control and Life Support Systems [§437.21(b)(3), §460.11]
BlueSky Aerospace will control and monitor atmospheric conditions to sustain life and
consciousness within the crew cabin of the vehicle. The capability to perform this
function was described in the Environmental Control System Overview section and the
Hazard Analysis section, and will provide for:
- 27 -
Monitoring and controlling the composition, which includes oxygen and
carbon dioxide, and revitalization of the atmosphere to maintain safe levels
for normal respiration;
o Monitoring and controlling the pressure of the atmosphere to maintain safe
levels for flight crew respiration;
o Controlling contamination and particulate concentrations to prevent
interference with the pilot’s ability to operate the vehicle;
o Monitoring and controlling the temperature of the atmosphere to maintain
safe levels;
o Monitoring and controlling the humidity of the cabin atmosphere to maintain
safe levels;
o Monitoring and controlling the ventilation and circulation of the cabin
atmosphere to maintain safe levels;
o Adequate redundant or back-up oxygen supply.
BlueSky Aerospace has designed the crew cabin environment to mitigate the effects of
vehicle decompression, as described in the Environmental Control System Overview
section.
o
•
5.1.3
Smoke Detection and Fire Suppression [§437.21(b)(3), §460.13]
If the pilot detects smoke or a fire in the crew cabin, a CO2-based fire extinguisher mounted near
the pilot can be used to suppress the fire. Once the extinguisher is used, the pilot must
immediately abort the mis