NSPM-MA0002 New Shepard Payload Users Guide RevF

New Shepard Payload User’s Guide SEPTEMBER 2019 1
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TABLE OF CONTENTS
INTRODUCTION ......................................................................... 8
NEW SHEPARD ......................................................................... 11

2.1 New Shepard System ................................................................................................ 11
2.2 Crew Capsule ............................................................................................................ 12
2.3 Payload Mission Applications ................................................................................... 13
2.4 West Texas Launch Site Description & Accommodations ....................................... 13
Launch Site Location ........................................................................................................... 13
Launch Site Description ....................................................................................................... 14
Shipping ............................................................................................................................... 15
2.5 Launch Windows....................................................................................................... 15
2.6 Flight Profile and Events ........................................................................................... 15
2.7 Flight Rules ............................................................................................................... 18
STANDARD PAYLOAD SERVICES & INTERFACES .................. 21

3.1 Payload System Overview ......................................................................................... 21
Payload Lockers................................................................................................................... 21
Payload Avionics and Software ............................................................................................22
Payload Stacks.....................................................................................................................22
3.2 Payload Locker Mechanical Interface ...................................................................... 23
Payload Locker Construction ...............................................................................................23
Usable Locker Volume and Internal Dimensions ..................................................................25
Locker Mounting Points ....................................................................................................... 26
Dynamic Envelope Clearance ...............................................................................................26
Loading Dimensions............................................................................................................. 27
Single Locker Payload Mass and Center of Mass ..................................................................28
Double-Locker Payload Mass and Center of Mass ................................................................29
Cooling .................................................................................................................................30
Labeling ...............................................................................................................................30

Hazardous Material, Liquid, and Gas Containment ............................................................... 31
Custom Payloads ................................................................................................................. 31
3.3 Integrated Payload Controller.................................................................................. 32
Overview ..............................................................................................................................32
IPC Mechanical Specifications .............................................................................................32
IPC Electrical Specifications ................................................................................................ 33
IPC Software ....................................................................................................................... 42
Benchtop Development and Testing .................................................................................... 47
Internal Harness Kit .............................................................................................................49
Payload Cameras .................................................................................................................49
PAYLOAD ENVIRONMENTS ..................................................... 51

4.1 Accelerations............................................................................................................ 51
Microgravity Quality and Attitude Control ............................................................................ 51
Acceleration Environment ...................................................................................................52
Vibration Loads .................................................................................................................... 53
Shock Loads ........................................................................................................................ 53
4.2 Cabin Air................................................................................................................... 54
4.3 Cabin Temperature .................................................................................................. 54
4.4 EMI/EMC ................................................................................................................... 55
New Shepard Electromagnetic Susceptibility...................................................................... 56
New Shepard Radiated Emissions ....................................................................................... 57
Window Attenuation ............................................................................................................ 57
Acoustic Levels.................................................................................................................... 58
PAYLOAD INTEGRATION ........................................................ 60

5.1 Roles and Responsibilities ....................................................................................... 60
5.2 Required Payload Documentation ........................................................................... 60
5.3 Payload Integration Milestones and Schedule .......................................................... 61
5.4 Reflight Payloads ..................................................................................................... 63
5.5 Payload Test Requirements ..................................................................................... 64
Vibration/Shock Testing ......................................................................................................64
Thermal Testing ................................................................................................................... 65

Electromagnetic Interference and Compatibility Test Requirements ................................. 65
Induced Vibration Testing .................................................................................................... 66
Exemptions .......................................................................................................................... 66
5.6 WTLS Payload Processing and Flight Operations .................................................... 67
Overview .............................................................................................................................. 67
Pre Flight Preparations ........................................................................................................ 68
Nominal Load Operations ..................................................................................................... 69
Tower Operations ................................................................................................................ 70
Launch Holds ....................................................................................................................... 71
Post Landing Operations ...................................................................................................... 72
SAFETY .................................................................................. 74
6.1 General Payload Safety Requirements .................................................................... 74
Explosives Safety................................................................................................................. 74
Electrical Safety .................................................................................................................. 74
Flammability ........................................................................................................................ 75
Pressurized Systems ........................................................................................................... 75
Hazardous and Liquid Material Containment........................................................................ 75
Biological Payloads .............................................................................................................. 76
Lasers .................................................................................................................................. 76
6.2 Fault Tolerance ........................................................................................................ 77
Safety-Critical Fault Tolerance ............................................................................................ 77
Mission-Critical Fault Tolerance .......................................................................................... 77
Appendix A: Payload Locker Reference Drawings .......................79
Appendix B: IPC Connector Pin-Outs............................................ 85
Appendix C: New Shepard Payloads Battery Policy ..................... 90

Acronym List
AC Alternating Current HAZOP Hazards and Operability
ADC Analog to Digital Converter Hz Hertz
ASC Administrative Support Center ICD Interface Control Document
ASD Acceleration Spectral Density Institute of Electrical and Electronics

IEEE
Engineers
ASL Above Sea Level
IPC Integrated Payload Controller
American Society of Mechanical
ASME
Engineers I/O Input/Output
ATC Air Traffic Control LED Light Emitting Diode
BE-3 Blue Engine 3 LSB Least Significant Bits
BOM Bill of Materials Materials and Processes Technical

MAPTIS
Information System
CC Crew Capsule
MET Mission Elapsed Time
CG Center of Gravity
MECO Main Engine Cut Off
CPS Cabin Payload Subsystem
National Aeronautics and Space
DAC Digital to Analog Converter NASA
Administration
DC Direct Current OCC Operations Control Center
ELP El Paso International Airport OS Operating System
EM Electromagnetic PDP Payload Data Package
EMC Electromagnetic Compatibility PM Propulsion Module
EMI Electromagnetic Interference PPF Payload Processing Facility
ESD Electrostatic Discharge ppm Parts Per Million
FAA Federal Aviation Administration PSE Payload Support Enclosure
Failure Modes, Effects, and Criticality PWM Pulse Width Modulation

FMECA
Analysis
PUG Payload User’s Guide
FOD Foreign Object Debris
RCS Reaction Control Subsystem
FPS Frames Per Second
RMS Root Mean Square
GB Gigabyte
RTD Resistance Temperature Detector
GRMS Root Mean Square Acceleration
SAR Success Approximation
GPIO General-Purpose Input/Output
SDS Safety Data Sheet

SPL Sound Pressure Level
SPS Samples per Second
TCP Transmission Control Protocol
TRL Technology Readiness Level
TTL Transistor Transistor Logic
UDP User Datagram Protocol
UNC Unified Coarse
USB Universal Serial Bus
VPF Vehicle Processing Facility
WGS84 World Geodetic System 1984
WTLS West Texas Launch Site
XML eXtensible Markup Language

INTRODUCTION
Welcome, Payload Flyers!
This guide is intended to provide a technical entry point for preparing your
payload for flight on Blue Origin’s New Shepard system. Whether you are looking
to break new scientific ground, demonstrate space technologies, engage
students, or simply be part of the opening of the space frontier, our simple
interface and dedicated technical team can help you get ready for launch.
This Payload User’s Guide (or “PUG”, as it’s affectionately known) is focused on
Blue Origin’s standard Payload Locker offerings. If you are designing a smaller
payload, a larger custom payload, or an exposed payload mounted in the vehicle’s
interstage, please contact payloads@blueorigin.com to ensure you have the
right documentation for your needs.

The PUG is organized into five main sections:
o Section 2: New Shepard – This introductory section describes the

spacecraft your payload will be flying on, as well as our West Texas
Launch Site where you’ll conduct any immediate pre- and post-flight
operations. A brief overview of the flight profile will help you design your
payload to take advantage of the unique spaceflight environment.
o Section 3: Payload Standard Services and Interfaces – This section
provides the bulk of your technical interface information. We’ve detailed
the mechanical, electrical, and software connections available to your
payload, and the design constraints within which you’ll be working.
o Section 4: Payload Environments – Here, we walk you through the
detailed flight environments on the New Shepard system from launch
loads through payload recovery.
o Section 5: Payload Integration – Next, we describe the team and
processes that you will be working with as you prepare your payload for
flight. We outline the standard pre-flight reviews, flight week activities,
and post-flight operations needed to support a successful payload
campaign.
o Section 6: Safety – Last, but most definitely not least, we step through
the safety requirements and considerations for flying your payload on
New Shepard.
At the end of the day, the PUG is intended as a guide for the design and
integrating of your future payloads with Blue Origin’s New Shepard system. We
are continuing to develop this capability over time, and information in this
document is subject to change without prior notice. Revisions will be
broadcasted to payload teams as they are released. The terms ‘customer,’
‘payload customer,’ and ‘payload developer’ are used interchangeably to refer to
the contracting customer and its payload team. The contracting customer is
ultimately responsible for all payload requirements in the PUG.
Before undertaking detailed design, experiment fabrication, or other major

efforts, please contact payloads@blueorigin.com to discuss your specific
needs and flight availability.

NEW SHEPARD
2.1 New Shepard System

Blue Origin was created to develop spacecraft and launch systems with the goal
of contributing to an enduring human presence in space. Blue Origin is currently
flying the New Shepard system, a suborbital vehicle that will ultimately carry up
to six astronauts and/or payload stacks to an altitude of at least 328,000 feet (100
km).
Crew Capsule (CC)

Forward Fins (x4)
Drag Brakes (x8)
Propulsion Module (PM)
Landing Gear (x4)
Aft Fins (x4)
BE-3 Engine
Figure 2-1
Integrated New Shepard Vehicle (Crew Capsule and Propulsion Module)
New Shepard consists of a Propulsion Module (PM) and a separable Crew Capsule
(CC) which houses the astronaut crew and/or payloads.
Figure 2-1 shows the New Shepard vehicle with the CC mated to the PM. The
stacked vehicle is approximately 60 feet (18 meters) in height and 10 to 12 feet (3
to 3.6 meters) in diameter, not including its fins. It is powered by a single 110,000-
lbf (489,304 Newton) thrust BE-3 liquid rocket engine. The New Shepard mission

profile begins with completion of propellant loading and all preflight system
checks. At this point, New Shepard switches over to a fully autonomous mode
for the remainder of the mission. After liftoff, the vehicle ascends vertically for
approximately 150 seconds before main engine cutoff in the upper atmosphere;
several seconds after engine cutoff, the CC separates from the PM and is pushed
away by mechanical springs. From this point forward, the CC and PM coast and
reenter separately. The vehicles experience microgravity for a period of about 3
minutes before returning to earth. The PM maneuvers back to a landing pad,
restarts its engine, and deploys landing gear to perform a rocket-powered
vertical landing. The CC reenters and lands under a three-parachute canopy with
assistance of a retro-thrust system to reduce landing loads.
The CC is equipped with a solid rocket motor that can propel it safely away from
the PM if an anomaly is detected prior to separation. After this escape maneuver,
the CC executes an independent parachute landing.
2.2 Crew Capsule

The CC, shown in Figure 2-2, is designed to accommodate up to six payload
stacks in a circular configuration. The CC can also be configured to support
human flights and human-tended payload flights.
Figure 2-2
New Shepard Crew Capsule Configured with Payload Stacks

2.3 Payload Mission Applications
New Shepard payload missions may include, but are not limited to, microgravity
sciences, space life sciences, Earth and space sciences, land use, education and
public outreach, technology development and demonstration, space systems
development, and Technical Readiness Level (TRL) raising demonstrations. We
welcome and encourage other creative applications!
The primary payload capabilities of the New Shepard vehicle include:
o The ability to launch payloads to suborbital altitudes on a frequent basis

o A high-volume cabin able to accommodate multiple experiments
o Standard interfaces to mount experiments and provide power,
command and control, and data recording
o Access to the largest windows in spaceflight history
o Rapid post-landing access by ground personnel for time-sensitive
payloads
2.4 West Texas Launch Site Description & Accommodations

Launch Site Location
Blue Origin’s West Texas Launch Site, where all New Shepard launch operations
will initially be performed, is located in Culberson County, Texas. The site is
approximately 25 miles (40 kilometers) north of the town of Van Horn, Texas
along state Highway 54 (see Figure 2-3). Travelers normally fly into El Paso,
Texas, and stay overnight in Van Horn. The drive from El Paso International
Airport (ELP) to Van Horn is approximately 2 hours (120 miles / 193 km). The drive
from Van Horn to the launch site entrance is approximately 30 minutes. The drive
from the launch site entrance to the Payloads Processing Facility (PPF) is
approximately 15 minutes. Blue Origin can provide more specific travel directions
and suggestions for accommodations in Van Horn as preparations for a test or
launch operation approach. All customer visits must be pre-coordinated with the
customer’s Payload Integration Manager.
Figure 2-3
Launch Site Location

Launch Site Description
Blue Origin’s launch site covers approximately 18,600 acres (7,527 hectares) of
remote desert encircled by a perimeter fence. Figure 2-4 shows a diagram of the
site, which is accessed via a security gate that is positioned along Highway 54.
PPF
Figure 2-4
West Texas Launch Site Facility Locations
The Vehicle Processing Facility (VPF) contains a high bay where New Shepard
vehicles are maintained and stored between flights. In the immediate vicinity of
the VPF is the Administrative Support Center (ASC), which houses the Operations
Control Center (OCC), from which the New Shepard launch operation is
controlled. On the day of launch, the New Shepard vehicle is rolled out
horizontally from the VPF, travels 1.8 miles (2.9 km) to the Launch Pad, and is
erected vertically on the launch stand and fueled for flight.
The PM is designed to land on the North Landing Pad, located 2 miles (3.2 km)
north of the Launch Pad. The CC is designed to land separately in the CC Primary
Landing Area. Both vehicles are returned to the VPF after the mission. If earlier
access is required for sample retrieval, special arrangements can be made for
access shortly after CC landing in the recovery zone (for more details, see
Section 0).

The Payload Processing Facility provides an area for payload storage, staging,
flight preparations, and post-mission processing. The facility will be shared by all
payload developers on a given manifest unless special arrangements are made
in advance. The facility is climate controlled and provides electrical power
(standard U.S. 110 volt AC), phone access (including long-distance service), and
Internet access. Tables and standard office furniture as well as ESD tables are
also provided. There are no special clean room or fume hood provisions.
Additional accommodations specific to a given payload cannot be guaranteed
and should be discussed early in the integration process as well as identified as
part of the Launch Site Integration Package (see Section 5.2).
Shipping
FedEx and UPS both ship directly to the Blue Origin launch site on weekdays. We
recommend that international shipments use a Blue Origin-preferred freight
forwarder / broker to help ensure smooth passage through customs. All
shipments should be coordinated with the Payload Integration Manager assigned
by Blue Origin. Hazardous materials will require SDS (Safety Data Sheets) and
additional advance coordination. Customers are responsible for all shipping
costs.
2.5 Launch Windows

Blue Origin plans to conduct initial New Shepard launch operations during
daylight hours, nominally in the early morning. Due the launch time, payload
handover operations typically happen at night and very early on launch day.
2.6 Flight Profile and Events

Table 2-1 below shows approximate trajectory parameters at specific flight
events for an example nominal flight of the New Shepard CC. The sensed
acceleration shown is in the peak predicted direction due to aerodynamic drag
only, which is primarily along the vehicle’s vertical axis. As described in greater
detail in Section 4.1.1, the table does not include small accelerations such as
those that may be induced by Reaction Control System (RCS) thruster firings or
slow vehicle rotation in any axis which may occur during the microgravity phase
of flight. The table extends through the point just before activation of the retro-
thrust system prior to touchdown. Additional details may be provided upon
request.
The actual flight plan and flight profile are expected to deviate slightly from the
representative trajectory shown in the table. If there are off-nominal events
during the flight, trajectory parameters may deviate substantially from the
values in the table below.

Table 2-1
Representative New Shepard CC Flight Profile. Note that this is shown as an example
and may not be identical to the flight profile for the mission
Mission
Elapsed Vertical Sensed
Altitude
ID EVENT Time Velocity Acceleration
(MET) (ft ASL) (ft/second) (g)
(seconds)
Payload Power and

- -300 3,650 0 1.00
Data On
Main Engine Ignition

A 0 3,650 0 1.00
Command
B Liftoff 7 3,650 0 1.06
C Max g on Ascent 128 140,900 3,080 2.87
MECO (main engine

D 146 196,700 3,110 0.001
cut off)
Separate CC, fire RCS

E 162 242,200 2,600 2.4
to stabilize CC
Coast Start Detected

RCS stabilization
F firings complete, 177 277,800 2,140 -0.001
Sensed Acceleration
< 0.01 g
G Apogee 246 351,100 0 0.00
Sensed Acceleration
H 332 235,600 -2,680 0.01
> 0.01 g
Coast End Detected

I Sensed Acceleration 348 187,600 -3,180 0.10
> 0.1 g
Sensed Acceleration
J 364 132,900 -3,490 1.00
> 1.0 g
K Max g on Reentry 381 80,900 -2,340 5.12
L Deploy Drogues 501 10,100 -300 1.05
M Deploy Mains 517 6,700 -175 3.03
Initiate Terminal
N 622 3,660 -23 3.78
Decelerator

Figure 2-5
Representative Sensed Acceleration Profile
Figure 2-5 shows the CC sensed acceleration vs. time for this reference
trajectory. These sensed accelerations result from aerodynamic drag, engine
thrust, CC separation, and parachute loads. RCS firing accelerations are not
shown. The profile extends to just before activation of the retro-thrust system
and touchdown. The profile includes all events for this reference trajectory
during boost under the PM, separation of the CC, the microgravity coast phase,
re-entry, and parachute deployment events. Figure 2-6 shows altitude above sea
level vs. time for this reference trajectory.

Figure 2-6
Representative Altitude Profile
2.7 Flight Rules

Similar to any other launch or aviation activity, the New Shepard system operates
with a number of flight rules that may be constraints to launch. These flight rules
will be refined during the New Shepard flight test program, but they fall into the
following broad categories:
Weather: Ground-level winds, upper-air winds, level of precipitation,

proximity of lightning, and other weather conditions are potential launch
constraints. Blue Origin aims to adjust weather-related criteria over time as
it accumulates knowledge of the vehicle’s performance in various weather
conditions.
Vehicle Readiness: Blue Origin will perform pre-flight testing of New

Shepard systems before committing to flight. These tests are expected to
begin several weeks before launch and continue right up until liftoff. Issues
during pre-flight preparations and testing may delay or cancel a launch
attempt.

FAA: Blue Origin will obtain clearance from the Federal Aviation
Administration (FAA) Air Traffic Control (ATC) to allow the New Shepard
vehicle to transit the national air space. This clearance will cover a specific
pre-arranged launch window during which local air traffic will be routed
around the perimeter of the launch corridor. If, for some reason Blue Origin
is not able to fly the New Shepard vehicle during this window of time, a new
window must be arranged with FAA ATC before a flight can occur.
Customers are responsible for meeting payload milestones on schedule,

delivering their experiment to the launch site on schedule, and ensuring
experiment readiness in advance of final integration with the CC as described in
Section 5.3. Where necessary, researchers are required to coordinate and
acquire their own FCC certification and licensing for systems with
electromagnetic emissions. Proof of temporary or final certification for the flight
period is required to be presented to Blue Origin.
If for some reason the experiment is not delivered on time or is otherwise not
functional or compliant with documentation at the required time of installation,
it may be considered for flight on a future launch with additional costs borne by
the customer.

STANDARD PAYLOAD SERVICES & INTERFACES
3.1 Payload System Overview

The Cabin Payload Subsystem (CPS) enables New Shepard payload missions. The
primary interface between each customer experiment and New Shepard is a
payload locker. Payload lockers are installed in stacks within the Crew Capsule.
Payload Lockers
Payload Lockers provide the structural and electrical interface between New
Shepard and each payload. A Payload Locker is a box with multiple threaded
mounting points for payload hardware, a large front door, a removable top cover,
and an optional Integrated Payload Controller (IPC). Payloads requiring electrical
services such as power, data logging, or vehicle telemetry via Ethernet, are
considered active payloads and include an IPC mounted to the side wall of the
locker. Payloads not requiring these services instead utilize a close-out panel on
the side of the locker. Payloads with their own electronics and not utilizing an IPC
are considered Active (Self-Contained). Payloads with no electronics, power
sources, or IPC are considered Passive.
Figure 3-1
View of Single and Double Left-Sided Payload Lockers
Payload Lockers come in two sizes: a Single Payload Locker and a Double
Payload Locker. Both options are shown in Figure 3-1. Each locker size also has
a right and left-sided variant, based on the locker’s installation location within
the CC. The left-sided Payload Locker has an IPC mounted on its left side, and
the right-sided Payload Locker has an IPC mounted on its right side. Payload
Lockers without IPCs can be mounted on either the left or right side of a payload
stack.

Payload Avionics and Software
The IPC provides power, command and control, communication, data acquisition
and storage, and vehicle telemetry interfaces to each active payload. A detailed
description of the electrical interfaces available is provided in Section 3.3.3.
Experiments can utilize any combination of interfaces provided by the IPC. Each
active payload has a dedicated battery onboard the CC, which provides power to
the IPC and the payload.
Blue Origin will deliver the Payload Locker and IPC to the payload customer
approximately three months prior to flight. This will enable the payload to be fully
integrated and extensively tested at the payload developer’s lab before delivery
to the launch site, maximizing chances of payload mission success. In addition
to hardware, Blue Origin provides the Payload Kit, which is a software package
that enables benchtop testing and development of payloads. The Payload Kit
Software is described in greater detail in Section 3.3.5.1. A development harness
will be sent with the IPC for the payload developer to connect to a power supply
(Banana Plugs) and an Ethernet interface (RJ-45), enabling the payload developer
to edit IPC configuration files, run mission simulations, and download mission
logs. An IPC Quick Start Guide will be provided to assist with the setup and use of
the IPC and the Payload Kit Software.
Payload Stacks
Payload lockers are installed in the CC in Payload Stacks. Each Payload Stack can
accommodate up to three right-sided single lockers and three left-sided single
lockers. Double Payload Lockers occupy two single locker spots within a stack.
The bottom of each Payload Stack consists of a Payload Support Enclosure (PSE)
shown as a blue box in Figure 3-2.
Figure 3-2
Payload Stack with six single lockers

The PSE acts as the structural interface between payload lockers and the CC and
contains dedicated payload batteries and a CC network interface for up to four
IPCs. Payload lockers are bolted directly to the PSE or to other lockers. A sample
payload stack with six single lockers is shown in Figure 3-2 (installed hardware
stack configuration may differ). Payload stacks are arranged circularly around
the CC and are interchangeable with astronaut seats. The capsule can
accommodate up to six payload stacks, though the number may vary for any
given mission. The payload stack layout within the CC is shown in Figure 3-3.
Figure 3-3
Top-Down View of Payload Stack Layout Within CC
3.2 Payload Locker Mechanical Interface

Payload Locker Construction
Figure 3-4 shows a single left-sided locker with an IPC. All Payload Locker sides
are constructed from sandwich panels composed of aluminum sheet and
aluminum honeycomb core. The bottom panel of single payload lockers are also
aluminum sandwich panels. To accommodate heavier payloads, the bottom
panel of a double payload locker is constructed of solid aluminum plate. The top
lid is aluminum sheet metal with 1/4-turn fasteners around the perimeter to
provide quick and secured access to payload hardware.
WARNING: The payload lockers are designed to be user friendly and do not
require the use of specialized tooling. Power tools are not allowed for use when
working on the payload locker hardware.

Figure 3-4
Single Left-Sided Payload Locker
Each payload locker also features a large front door that is secured with quarter-
turn wing-nut fasteners. No mounting points are located on the door or the top
lid of the locker. Drawings for locker configuration can be supplied as needed.
Spare front doors and rear panels are available at cost for customers requiring
permanent modification (e.g. to support a fan).

Usable Locker Volume and Internal Dimensions
Table 3-1
Summary of Single and Double Payload Locker Interior Measurements
Property English Units Metric Units
Length 20.60 in 53.32 cm
Width 16.30 in 41.40 cm

Single
Payload Locker
Height 9.56 in 24.28 cm
Usable Volume 1.84 ft3 52 liters
Length 20.60 in 52.32 cm
Width 16.30 in 41.40 cm

Double
Payload Locker
Height 19.25 in 48.90 cm
Usable Volume 3.73 ft3 105 liters
The volume and internal dimensions of single and double payload lockers are
shown in Table 3-1. Internal harnesses are not included in the above volumes and
should be taken in to account. Internal harnesses can be readily mated and de-
mated for payload hardware installation. They feature 90° backshell strain reliefs
which can be clocked in any direction to support optimal wire routing. Internal
harness details are provided in Section 3.3.6. Figure 3-5 shows the volume
requirements for internal harness backshell connectors for all lockers with IPCs.
Note that this envelope covers all possible 90-degree harness backshell
orientations. Internal harness pigtail wires are not included in this volume and
should be taken in to account.
Figure 3-5
Double and Single Payload Locker IPC and Internal Harness Backshell Volume
Envelope

Locker Mounting Points
Reference drawings are provided in Appendix A: Payload Locker Reference

Drawings. The locker base has a standard pattern of threaded holes for
mechanically fastening experiment hardware. Locker side panels require special
considerations for mounting, and should not be used for large payload
structures. Approval from the Payload Integration Manager is required prior to
using these mounting interfaces. The bottom interior of each locker has a square
pattern of twenty .1900-32-UNJF threaded through-holes (non self-locking) at 4-
inch intervals and 0.385-inch depth for fastening in experiments. Fasteners
should be torqued using a calibrated torque wrench to 15 ± 1 in-lbs on all single
locker mounting points. Fasteners used to mount payload hardware to the
double locker base should be torqued 30 ± 2 in-lbs. Do not over-torque or use
power tools when installing payload hardware. It is strongly encouraged that
payload customers utilize lockwire as a locking feature on all fasteners that
secure payload components to the inside of a payload locker (recommended
lockwire specification is AS567). Fasteners should not protrude beyond the
outside surface of the payload locker base.
Each threaded mounting point on the baseplate can accommodate a total

payload mass of 2.5 lbm. For example, a component that weighs 6 lbm must use
at least three locker mounting points. Most payloads utilize a solid baseplate to
act as an interface between various payload components and the bottom of the
locker. For a payload of 25 lbs, this base plate should utilize a minimum of ten
locker mounting points. The double locker can support a maximum mass of 5.0
lbm per locker-base insert.
Dynamic Envelope Clearance
A minimum spacing of 0.5 inch (1.27 cm) is required between mounted payload
hardware and the interior surfaces of the locker unless that hardware is mounted
directly to that surface. For example, a payload component mounted to the
bottom of the locker must be 0.5 inch from all sides and the top of the locker.
This dynamic clearance includes spacing between the payload hardware and IPC
connectors as well. Ensure to verify clearance to the IPC harness connectors
prior to final integration. This allows for dynamic movement of the payload
relative to the Locker during flight to avoid structural damage and induced load
into the locker.

Loading Dimensions
If the experiment is intended to be lowered down through the top opening of the
Locker, then it should fit within the opening of 14.64 inches (37.19 cm) by 18.43
inches (46.81 cm). Note that internal harnesses need to be temporarily de-mated
to provide the full loading dimensions. The front door of a Single Payload Locker
has an access opening of at least 12.0 inches (30.48 cm) by 7.0 inches (17.78 cm).
It is required that payloads be fit checked in the payload locker with the IPC
installed prior to arriving at the launch site.
Figure 3-6
Top-Down Opening of Single Payload Locker without internal harnesses present

Single Locker Payload Mass and Center of Mass
The mass of a payload must not exceed 25.0 pounds (approximately 11.3
kilograms) for a single locker. This limit does not include the mass of the Locker
or IPC, however, it does include the mass of the internal harnesses. For
reference, the mass of the single locker is 12.8 +/- 0.5 Pounds (approximately 5.8
kilograms) and the mass of the single locker with an IPC installed is 14 +/- 0.5
pounds (approximately 6.4 kilograms).
The center of mass of the payload must meet the requirements defined below.
The requirements apply to the entire payload and internal harnessing between
the payload and IPC, but not the locker or IPC. The center of mass must be
verified via measurement or calculation and included in the Payload Data
Package.
Vertical (Up/Down): The center of mass of a single-locker payload must fall

between the bottom interior surface of the locker, and a plane 6.0 inches above
the bottom interior surface of the locker.
Lateral (Left/Right): The center of mass of a single-locker payload must be
centered between the interior left and right surfaces of the payload locker, to
within +/- 2.0 inches.
Longitudinal (Front/Back): The center of mass of a single-locker payload must
be centered between the interior front and back surfaces of the payload locker,
to within +/- 4.0 inches. Note: the surface is indexed off the frame of the locker,
not the locker door surface or locker rear-panel surface.
Longitudinal
Lateral
Vertical
Figure 3-7
Allowed Payload Center of Mass Offset for Single Payload Locker

Double-Locker Payload Mass and Center of Mass
The mass of a double-locker payload must not exceed 50.0 pounds

(approximately 22.7 kilograms). This limit does not include the mass of the
Locker or IPC, however, it does include the mass of the internal harnesses and
any other support equipment associated with the payload. For reference, the
mass of a double locker is 21.2 +/- 0.5 Pounds (approximately 9.6 kilograms), and
the mass of a double locker with an IPC installed is 22.4 +/- 0.5 Pounds
(approximately 10.2 kilograms).
The center of mass of the payload must meet the requirements defined below.
The requirements apply to the entire payload and internal harnessing between
the payload and IPC, but not the locker or IPC. The center of mass must be
verified via measurement or calculation and included in the Payload Data
Package.
Vertical (Up/Down): The center of mass of a double-locker payload must fall

between the bottom interior surface of the locker, and a plane 10.7 inches
above the bottom interior surface of the locker.
Lateral (Left/Right): The center of mass of a double-locker payload must be
centered between the interior left and right surfaces of the payload locker, to
within +/- 2.0 inches.
Longitudinal (Front/Back): The center of mass of a double-locker payload must
be centered between the interior front and back surfaces of the payload locker,
to within +/- 4.0 inches. Note: the surface is indexed off the frame of the locker,
not the locker door surface.
Longitudinal
Vertical
Lateral
Figure 3-8
Allowed Payload Center of Mass Offset for Single Payload Locker

Cooling
Payload lockers do not provide any means of cooling beyond passive heat
dissipation. It is the responsibility of the payload customer to ensure that the
internal locker temperature does not exceed the operating limits of the payload
hardware given the expected Crew Capsule temperature outlined in Section 4.3.
Payload utilizing heating elements will required approval from Blue Origin prior
to flight. Spare panels may be purchased for customers wishing to integrate a
fan or radiator for improved heat transfer. Payloads with thermal outputs greater
than 200 W-Hr or 100W max should work with Blue Origin to ensure the operating
temperatures of the IPC is not exceeded.
Labeling
Blue Origin reserves a section of the payload locker door to allow for payload
customers to affix their own custom payload labels/logos. This area is the only
location labeling is allowed. Labels should be affixed with non-permanent
adhesive only and must be approved prior to being added to the locker. Blue
Origin reserves the right to remove customer labels if it is deemed necessary.
Figure 3-9
Customer labeling locations on payload locker doors

Hazardous Material, Liquid, and Gas Containment
For experiments that fly with liquid, stored gas, or hazardous materials, it will be
the responsibility of the payload developer to provide a Blue Origin-approved
containment system. The exact provisions will depend on the type and quantity
of hazardous material, liquid, or gas in the experiment. At a minimum, Blue Origin
requires secondary containment, e.g., a fully enclosed test vessel surrounded by
a secondary enclosure with pass-throughs for avionics harnessing. Hazardous
materials will require tertiary containment unless deemed otherwise by Blue
Origin. The Payload Locker does not serve as a level of containment. Placement
of absorbent material within the secondary containment to further control
spilled liquid may be required by Blue Origin for some experiments. Compatibility
with Payload Locker materials should also be evaluated. It is required that the
levels of containment be verified through test or demonstration before shipment
to Texas. Blue Origin does not allow hazardous effluents being vented into the
Cabin, and may require filtering be installed for payloads venting any gasses.
Custom Payloads
Customers wishing to fly their own payload enclosure may work with Blue Origin
to qualify custom hardware for flight. Such a payload can replace up to six
standard lockers on one payload stack, and will typically be mounted to the top
of the Payload Support Enclosure. Up to four data and power cables may be used
to connect the custom payload. The size, mass, and center of gravity of the
custom payload are limited by the values in Table 3-2. The custom payload
components must also be capable of being carried into the CC through the hatch
opening, which is 24.0 inches wide by 39.0 inches tall (609 mm high by 990 mm
tall).
For more information on interfaces and design requirements, please contact

Blue Origin at payloads@blueorigin.com.
Table 3-2
Custom Payload Limitations
Property1 English Units Metric Units
Length 20.72 in 526 mm
Width 34.76 in 883 mm
Height 31.01 in 787 mm
Mass 222 lbm 100.5 kg

1
3.3 Integrated Payload Controller

Overview
The IPC is a compact data acquisition and computing unit mounted on the side
wall of a payload locker and provides power, command and control,
communication, and data interfaces to each active payload. The IPC is pictured
in Figure 3-10. Payloads can utilize any combination of interfaces provided by the
IPC. Blue Origin will provide the necessary parts to enable the payload customer
to build the internal harness that connects the IPC to the payload. Details on the
internal harnesses can be found in Appendix B: IPC Connector Pin-Outs.
Figure 3-10
Integrated Payload Controller
IPC Mechanical Specifications
The IPC housing is comprised of two machined aluminum halves that are bolted
together and mounted to the side of a payload locker. Approximate dimensions
for the IPC are shown in Figure 3-5. Inside the locker, the IPC features four
circular connectors (MIL-DTL-38999) for internal harnesses as well as a .1900-
32-UNJF threaded hole with locking threads for the chassis return path to the
payload. Figure 3-11 shows the layout of the circular connectors. Note that the
IPC used on left and right-sided lockers is the same unit, so the circular
connector layout may be rotated 180° with respect to the bottom of the locker.
1
Dimensions referenced are total volume usable by payload excluding payload
enclosure. Total dimensions including enclosure allocation can be provided upon
request.

Figure 3-11
IPC Internal Harness Circular Connector Locations. Note: This orientation
corresponds with a left-sided locker.
A harness kit will be included with the IPC to facilitate electrical connections to
the IPC inside the Locker. The internal harness kit will include the parts needed
to build a pigtail harness with circular connectors on one end for connection to
the IPC and loose wires at the other end for interfacing with the payload.
When the IPC is shipped to a customer, each connector will be protected by a

metal flight cap. After integrating the payload and finalizing internal harnessing,
customers should install flight caps on any unused IPC internal connectors.
IPC Electrical Specifications
The IPC will typically be powered and booted up during terminal count,
approximately 5 minutes before launch. After a nominal mission of around 11
minutes, electrical services are typically maintained until vehicle safing,
approximately 5 minutes after landing. As a special service, electrical services
availability can be extended (before or after the nominal timeframe). Payload
developers needing additional time should discuss options with Blue Origin.

3.3.3.1 Electrical Services
Table 3-3 lists the electrical services provided by the IPC as well as the connector
on which they can be found.
Table 3-3
IPC Electrical Services
Electrical IPC Internal

Qty Specifications
Service Connector
Power
4 27 V (± 9V) DC @ 2 A max
Channels
C1
Ethernet 1 IEEE 802.3ab Gigabit Ethernet for UDP 2
Full Duplex, 115200 baud rate max

RS-232 1
(configurable)
5 V TTL
Digital I/O 16 C2
Bidirectional
5 V TTL swing, 10 kHz max frequency
PWM Output 4
16 bit duty cycle resolution
Compatible with 3-wire PT100 Resistance
RTD Interface 8
Temperature Devices (RTD)
Analog Single Ended, + 10 V output range
4 C3
Outputs 12 bit resolution
Differential Input, + 10 V input range
Analog Inputs 4
12 bit resolution, 100 samples/sec
Chassis
1 N/A N/A
Return Path
2
A static IP address will be assigned by Blue Origin if this service is utilized. Ethernet
provides vehicle telemetry and experimental data logging only. Communication with
payloads or downlinking data thought Ethernet is not possible at this time.

3.3.3.1.1 Power Channels
Table 3-4 describes electrical power provisions available to an active payload via
an IPC. The IPC provides four bus voltage (18-36 V, 27 V nominal) switchable
power channels, each current-limited to 2.0 A max by active overcurrent
protection circuitry. The PSE houses a dedicated battery for each active
payload, which provides up to 85 Watt-hours (W-hr) as a standard service.
Additional power is available as a special service.
Table 3-4
IPC Power Services
Unit Min Typ Max
Number of channels Channels 4
Power channel Voltage Volts (V) 18 27 36
Peak current per power

Amps (A) 2
channel
The IPC does not regulate the power supply, so power regulation should be done
on the experiment side. Voltage is expected to vary within the range described
in Table 3-4, dependent on the state of battery charge. The current limit (2.0
amps max) set by the IPC is independent of voltage level, so it is important that
payloads can operate at the min power channel voltage (18V) without tripping the
overcurrent protection. Payload customers are advised to test their payload at
the lowest possible voltage (18V) to ensure overcurrent protection is not tripped
prior to flight. The IPC will automatically attempt to restart power if the customer
sets the current protection setting to auto. Payloads should incorporate
additional current limiting techniques, such as fuses or current steering diodes
to protect against transient electrical events. Use of Blue Origin-provided power
services is recommended over customer-provided batteries, regardless of
capacity or chemistry. Customers requiring onboard batteries should carefully
review the Battery Policy in Appendix C: New Shepard Payloads Battery Policy.

3.3.3.1.2 Analog Input
A total of four fully differential analog inputs are provided for analog signal data
acquisition. The internal analog-to-digital converter (ADC) is a 12-bit successive
approximation (SAR) ADC. Table 3-5 describes the analog input circuitry’s
capability and operational limits.
Table 3-5
Analog Input Capability and Operational Limits
Unit Min Typ Max
Input Range Volts (V) -10 10
Resolution Bits 16
Ohms (Ω) 1010

Input Impedance (Differential)
picofarad (pF) 2
Common-mode rejection Decibel (dB) 80 86
Input filter (Salleen-Key) cut-off Hertz (Hz) 400
Input filter (Salleen-Key) roll-off dB/decade 40
Samples Per
Sampling rate (per channel) 100
Second (SPS)

3.3.3.1.3 Analog Output
Table 3-6 describes the IPC’s four high-precision general purpose single-ended
analog output channels. Each channel can swing from +/- 10 V and source 10 mA;
the internal digital-to-analog converter (DAC) features 12 bits of resolution and
50 ppm/°C (max) temperature coefficient for high accuracy signal generation.
Table 3-6
Analog Output Capability and Operational Limits
Unit Min Typ Max
Output Range Volts (V) -10 10
Resolution Bits 12
Output Current Sourcing

Amps (mA) 5
(Single Ended)
Capacitive load drive picofarad (pF) 180
Least Significant
Relative accuracy ± 0.3 ±1
Bits (LSB)
Internal reference parts per million

50
temperature coefficient per °C (ppm/°C)
Samples Per
Update rate (per channel) 100
Second (SPS)

3.3.3.1.4 Digital Input/Output
The IPC features 16 bidirectional digital signal pins, each of which can be
independently configured as an input (to the IPC) or an output (from the IPC).
Table 3-7 describes typical operation ranges for these signal pins in both output
and input configurations. If a bidirectional pin is configured as an input, the
minimum hold time of a sampled signal must be greater than 11 ms.
Table 3-7
Digital Input/Output Operation Ranges
Unit Min Typ Max

Logic Level Volts (V) 5
Default power-up state All channels Input
High Volts (V) 4.3 5
Output
High Current (mA) 10
Configuration
Low Volts (V) 0.6
Input High Volts (V) 4 5
Configuration
Low Volts (V) 0 1
Input Pull microamps 40 75 115
Up (uA)
Current
Current limiting resistor Ohms (Ω) 220

3.3.3.1.5 Pulse Width Modulation
The IPC provides four independently controllable Pulse Width Modulation (PWM)
channels – these output signals are intended for use in applications such as LED,
servo, and linear actuator drivers. Table 3-8 describes the output characteristics
of available PWM channels.
Table 3-8
Pulse Width Modulation Output
Unit Min Typ Max

Logic Level Volts (V) 5
Operating frequency hertz (Hz) 0.01 104
Duty Cycle % 0 100
Duty Cycle Resolution bits 16
Output High Volts (V) 4.3 5

Swing Low Volts (V) 0.6
Output Short Circuit Current milliamps (mA) ± 10
Capacitive Load drive nanofarad (nF) 1

3.3.3.1.6 Resistance Temperature Detectors (RTD)
The IPC is capable of logging data from up to eight RTDs provided by the payload
developer. The IPC is compatible with any standard 3-wire PT100 RTD. One
recommended choice is Omega’s RTD-2-1PT100K2515-36-B, though any RTD
that meets the specification is acceptable. Table 3-9 describes the operational
characteristics of these channels.
Table 3-9
Resistance Temperature Detector Inputs
Unit Min Typ Max

Channel Configuration 3-wire PT100
Resolution Bits 16
Internal reference drift ppm/°C 20 50
Excitation current milliamp (mA) 1
Sampling Rate, per channel samples per 100
second (SPS)
3.3.3.1.7 IPC Circular Connectors
Table 3-10 shows the connector size and contact arrangement for each IPC
internal connector. The connectors found on the IPC are given in Table 3-10.
The Payload Harness Kit will include the appropriate mating connectors.
Table 3-10
IPC Connectors
Shell Insert
Designator Specification Gender Mating Connector
Size Arrangement
C1 15 (D) 15-18 D38999/26FD18PN
C2 MIL-DTL- 15 (D) 15-35 D38999/26FD35PN
D38999 Series Sockets
C3 III 17 (E) 17-35 D38999/26FE35PN
C4 9 (A) 9-35 D38999/26FA35PN

3.3.3.1.8 Payload Chassis Return
Blue Origin requires the payload developer to follow standard chassis grounding
practices by electrically bonding all payload structures to the chassis return path
on the IPC. This requirement is independent of the IPC electrical services and
should not be associated with the negative ‘ground’ pins on the IPC circular
connectors. The recommended method is to connect a low inductance and low
impedance grounding strap from a conductive customer payload baseplate to
the chassis return path on the IPC located as shown in Figure 3-12. Note that the
payload locker frame does not provide a sufficient electrical path and cannot be
used as the chassis return path.
All electrical bounding paths between the IPC chassis return and conductive
enclosures, including the baseplate, must be 10 milliohms or less. The IPC uses
a #10 fastener with a .1900-32-UNJF threaded hole with locking threads for the
chassis return path to the payload.
Chassis Ground
Figure 3-12
IPC chassis ground location. Note: This orientation corresponds with a left-sided locker.
Payload customers not utilizing an IPC will still be required to meet the chassis
return requirement. In the event a payload customer is using internal batteries,
a payload locker side plate will be replaced with a specialized grounding plate as
seen in Figure 3-13 below. Payload customers will be able to attach their low
inductance and low impedance grounding strap to a #10 fastener provided by
Blue Origin. Final integration of the chassis return path interface will be done in
coordination with Blue Origin at the WTLS launch site.
Chassis Ground
Figure 3-13
Non-IPC chassis ground location. Note: This side panel will be located on either the right
or left of the locker as defined by the Payload Integration Manager.

IPC Software
3.3.4.1 Vehicle Telemetry

The IPC is capable of logging vehicle telemetry during flight, as well as forwarding
vehicle telemetry to the payload receivers via Ethernet. Logging and
broadcasting of telemetry is defined by the payload unique XML file (discussed in
Section 3.3.4.2) uploaded to the IPC. Available vehicle telemetry is listed in Table
3-11.
Table 3-11
Vehicle Telemetry Available
Telemetry Name Units Details

UTC Time [mm/dd/yyyy hh:mm:ss] Date/Time Formatted Coordinated Universal Time
Elapsed time since the IPC is initialized
Experiment Time sec
on the launch pad pre-launch
Sensed acceleration magnitude on the
Sensed Acceleration Magnitude ft/s/s
vehicle
Sensed acceleration components along
Sensed Acceleration [x,y,z] ft/s/s
the X, Y, and Z body axis of the vehicle
Velocity components along the UP,
Velocity [up, east, north] ft/s EAST, and NORTH axes with respect to
the landing pad
Position components along the UP,
Position [up, east, north] ft EAST, and NORTH axes with respect to
the landing pad
GPS altitude component with respect to
Altitude [WGS84] ft
the WGS84 geodetic reference
GPS latitude with respect to the WGS84
Latitude [WGS84] rad
reference
GPS longitude with respect to the
Longitude [WGS84] rad
WGS84 reference
Vehicle attitude described as a 1-2-3
Attitude [phi, theta, psi] rad Euler rotation with respect to the
geodetic frame
Vehicle angular body rates with respect
Angular Velocity [p, q, r] rad/sec
to the X, Y, Z body axes
3.3.4.2 Experiment XML File Overview
The payload developer configures the IPC with an experiment XML file. The
experiment XML file provides the instructions to the IPC to perform actions
based on triggers that occur during flight. These actions include outputting an
analog signal, turning a power channel on/off, or logging a dataset. The IPC
comes with the Payload Kit Software. The Payload Kit Software contains the
details of the experiment XML file, and a flight simulation to test the integrated
behavior of the IPC with the experiment XML file (see Section 3.3.5.1). The
payload developer holds the responsibility to ensure that the IPC contains the
correct XML files for payload checkout and launch.

An experiment’s XML file configures the electrical interfaces provided by the IPC
based on a set of ACTION definitions. An ACTION definition is made up of one or
more TRIGGER definitions and at least one OUTPUT and/or LOGGER definition. A
TRIGGER defines when the ACTION becomes active during the flight. An OUTPUT
defines what an electrical interface should do when the ACTION becomes active.
A LOGGER defines which data should be logged when the ACTION becomes
active.
ACTIONs within an experiment XML file are commonly used for toggling
digital/analog outputs, toggling power service channels, and enabling data
logging. There may be multiple ACTIONs within an experiment XML file. Multiple
experiment XML files may be loaded onto the IPC. It is common to use multiple
experiment XML files to split ACTIONs with OUTPUTs and ACTIONs with LOGGERs.
The IPC contains an irremovable experiment file with a LOGGER that captures a
base set of data.
Two types of TRIGGERs exist: LEVELTRIGGERs and TIMERTRIGGERs. A

LEVELTRIGGER defines when an ACTION will become active based on a channel’s
scalar value, such as vehicle altitude or velocity. A TIMERTRIGGER defines when
an ACTION will become active based on reported events/warnings during the
flight. Flight events and Flight warnings are detailed in Sections 3.3.4.3 and
3.3.4.4. TIMERTRIGGERs also include timing attributes that allow for the delay of
an ACTION.
3.3.4.3 Flight Events
Flight events are a set of discrete events that occur throughout the phases of
flight and are immediately reported when they occur. Table 3-12 lists the Flight
events and the approximate MET that the Flight event is expected to occur. The
Mission Elapsed Times of the Flight events are sourced from a representative
New Shepard flight and are expected to vary slightly from mission to mission.
Except where indicated, these events are listed in the order they are expected
to occur throughout a flight. Additional information can be found within the
Payload Kit Software documentation. When used within TIMERTRIGGER
definitions, ACTIONS can be activated when a flight event is reported, either
immediately or some time delay after the reporting. Two commonly used flight
events are the “Coast Start Detected” and “Coast End Detected” flight events,
which report when the microgravity phase of flight has started and ended,
respectively.

Table 3-12
Flight Events
Mission
Flight Event Name Elapsed Time XML Syntax Flight Event Description
(seconds)
The CC emergency escape system is
Escape Enabled -900 escape_enabled
enabled prior to lift off.
If an emergency has occurred, the CC
executes an escape maneuver away
from the PM. This event can occur
Escape Commanded N/A escape_cmd
any time after the Escape Enabled
event and before the Separation
Commanded event.
Liftoff Detected 8 liftoff The vehicle has left the pad.
Main Engine Cutoff
141 meco The PM engine has been shutdown
(MECO)
The CC has commanded nominal
Separation Commanded 163 separation
separation from the PM.
The CC has entered the microgravity
phase of flight. This flight event
Coast Start Detected 181 coast_start
occurs exactly 18.0 seconds after
Separation Commanded.
The CC has reached its peak altitude
Apogee 245 apogee
and has started to descend.
The CC has exited the microgravity
phase of flight. This flight event
Coast End Detected 346 coast_end occurs when the CC has reached
apogee and sensed acceleration is
greater than 0.10 g’s.
Deploy Drogue Chutes The CC has commanded the drogue
496 drogue_chutes
Commanded parachutes to deploy.
Deploy Main Chutes The CC has commanded the main
508 main_chutes
Commanded parachutes to deploy.
The CC has detected touchdown
Touchdown Detected 611 touchdown (landing) following the descent under
parachutes.
The CC is performing its post-
Vehicle Safing 614 safing touchdown procedures to make the
CC safe for personnel to approach.
The CC has finished performing its
Mission End 770 mission_end post-touchdown procedures and the
mission is completed.
Using the XML files, customers can set the IPC to trigger off flight or warning
events (e.g., “after liftoff, wait 30 seconds, then activate power channel 1”).
Minimum and maximum level triggers can also be associated with IPC ACTIONS
(e.g., “when acceleration drops below 0.5 ft/s^2, activate pulse width modulated
control to payload servo motor”).

3.3.4.4 Flight Warnings
Flight warnings are similar to events in how they are reported; they differ in that
they indicate that a flight event is about to occur (thus providing a warning to the
payload of the upcoming change). These flight warnings and their descriptions
are detailed in the table below. Additional information can be found within the
Payload Kit Software documentation. When used within TIMERTRIGGER
definitions, ACTIONS can be activated when a flight warning is reported, either
immediately or some time delay after the reporting. One commonly used flight
warning is the “Liftoff Imminent” Warning, which reports when the “Liftoff
Detected” flight event is minutes away from being reported.
Table 3-13
Flight Warnings
Flight Warning Name XML Syntax Flight Warning Description

Liftoff warning command has been
issued by the launch operations
Liftoff Imminent liftoff_warn
system; vehicle has entered the final
countdown before launch.
An RCS thruster firing has been
RCS Firing rsc_warn
commanded.
Drogue Chute Vehicle has descended below the
Deployment drogue_chute_warn highest altitude where the drogue
Imminent chutes may be deployed.
Landing Imminent landing_warn Vehicle is about to touchdown.
Vehicle is descending faster than
expected after parachutes were
Chute Fault drogue_chute_warn commanded to deploy, indicating
possible failure in parachute
deployment.
3.3.4.5 Vehicle Telemetry Packets
The CC state information is broadcast during a flight from the CC telemetry

network to the Integrated Payload Controllers (IPCs). The CC state information is
contained within a JavaScript Object Notation (JSON) formatted packet.
Advanced payload customers can optionally use Ethernet enabled devices to
parse these packets directly. The IPC forwards the CC state information JSON
packets to Ethernet enabled payload devices over User Datagram Protocol (UDP)
communication protocol only. It is recommended to use a JSON library when
parsing the JSON packets; open-source JSON libraries are available online.

3.3.4.6 Data Logging
The IPC can be configured to log the commanded or driven status of each
provided electrical signal as well as flight telemetry and payload data broadcast
over Ethernet. RS-232 can also be used for logging payload data, but streaming
flight telemetry is not supported over this interface. This configuration occurs
within the experiment XML files using the LOGGER definitions (described earlier).
A telemetry time stamp is available for correlation with flight logs.
For data streaming interfaces, such as Ethernet connections, discrete

messages may be written to a customer provided unit from either a text or binary
dictionary file. Digital communication traffic between the IPC and a customer
provided computing unit, can be logged by the IPC for later retrieval. Additional
details about using this data stream logging feature can be found within the
Payload Kit Software documentation. The IPC provides payloads up to 32 GB of
storage. The software provides the configurable settings listed in Table 3-14 for
each of the available electrical services.
Table 3-14
IPC Software Configurable Electrical Service Settings
Electrical
Configurable Settings
Service
Input signal range
Sample rate
Analog Sample count
Inputs/RTDs Start and stop conditions
Logging gain and offset
RTD configuration
Output voltage
Analog Outputs
Enable/Disable conditions
Digital I/O I/O direction per pin
Output Frequency
Duty cycle
Mode (Servo or PWM)
PWM Servo Position Angular Range
Servo Position Offset
Servo Minimum Duty Cycle Duration
Servo Maximum Duty Cycle Duration
Baud rate
RS-232 Messaging and logging formats
Start and stop conditions
IP Addresses
Listen ports
Ethernet
Messaging and logging formats
Current limits
Power Channels

Benchtop Development and Testing
A Payload Kit is typically provided to payload developers around three months

prior to flight for payload integration and benchtop development/testing. This kit
includes executable software, user documentation and instructions, an internal
harness kit, and a development harness for payload developers to connect the
IPC to a power supply (banana plugs) and a workstation via an Ethernet interface
(RJ-45).
3.3.5.1 Payload Kit Software
Blue Origin has developed a web-based user interface software tool for
benchtop payload development and testing, called the Payload Kit Software. A
payload developer installs the Payload Kit Software on their workstation and then
connects their workstation to the IPC via an Ethernet port or a USB-to-Ethernet
network adapter. The Payload Kit Software’s built-in XML text editor/validator
and help documentation enables the payload developer to create, validate,
upload, and test their unique experiment XML file(s) on a connected IPC.
The Payload Kit Software can transmit a pre-recorded vehicle telemetry stream
to the connected IPC in order to exercise the IPC’s interactions with the payload,
as defined by the experiment XML file created by the payload developer. The pre-
recorded vehicle telemetry stream simulates the telemetry the IPC should
expect to receive during a flight. The payload developer can interrupt and restart
the vehicle telemetry stream playback while iterating on the experiment XML file
for development and testing purposes.
The Payload Kit Software also provides the payload developer with the ability to
download the various logger files created by the IPC during a simulated flight, as
configured by the experiment XML file. This will also allow payload developers to
retrieve logger files after flight.
The Payload Kit Software will be delivered to the payload developer over a secure
network or on physical media along with detailed install/uninstall instructions.
The software will run directly on the payload developer’s workstation and can
operate on Windows, Mac, and Linux OS. Some basic network configuration
steps are required as part of the installation; the researcher should choose a
workstation that allows them to have administrative privileges.
Additional information can be found in the IPC Quick Start Guide.

3.3.5.2 Development Harness
The payload development harness enables payload developers to interact with

the IPC in a benchtop environment by connecting the IPC to power and a
computer. The harness connects to the exterior circular connector on the IPC
and provides two banana jacks to power the IPC from a standard customer-
provided benchtop power supply and one RJ45 Ethernet connector to provide
communication with a customer-provided computer. Refer to the IPC Quick
Start Guide for more details.
3.3.5.3 Electrostatic Discharge
All pins on the IPC are protected with transient voltage suppression diodes to
protect internal components from damage due to high voltage events, such as
electrostatic discharge (ESD). When operating the IPC, it is important to take
proper steps to avoid any damage due to electrostatic discharge. A clean, ESD
controlled workstation (anti-static wrist strap and working ESD bench or mat) is
required when working with an IPC; this includes integration of mechanical
structures inside the payload locker. All circular connectors should be protected
by a metal flight cap when no harness is mated as a deterrent from foreign object
debris (FOD). Prior to connecting harnesses to the IPC customers should
complete a basic visual inspection of both the IPC and harness connector to
ensure not FOD has accumulated.

Internal Harness Kit
The connection between the IPC and payload inside the Locker is facilitated by
internal harnesses. Because each payload requires different IPC connections, a
kit is included with each IPC so the payload developer can build a custom internal
harness for each IPC connector with the required leads. The contents of the
internal harness kit are listed in Table 3-15. Blue Origin will provide instructions
for building the internal harnesses. The build process does not require any
specialty tools or skillset.
Table 3-15
Internal Harness Kit Contents
Part Number Description Quantity Notes

MIL-DTL-38999 Plug
D38999/26FD18PN 1 Mates with IPC connector C1
15-18 Insert
MIL-DTL-38999 Plug
D38999/26FD35PN 1 Mates with IPC connector C2
15-35 Insert
MIL-DTL-38999 Plug
D38999/26FE35PN 1 Mates with IPC connector C3
17-35 Insert
MIL-DTL-38999 90° Strain For use with C1 or C2 mating
M85049/29S15N 2
Relief Backshell plugs
MIL-DTL-38999 90° Strain
M85049/39S17N 1 For use with C3 mating plug
Relief Backshell
20 gauge, 32” length wire
For use with power channels
000-502-0791-032 w/ 20 Ga. crimped 10
and returns
contacts, black insulation
22 gauge, 32” length wire
For use with single ended
000-502-0791-232 w/ 22 Ga. crimped 30
signals, such as GPIO
contacts, white insulation
22 gauge twisted pair, 32”
For use with differential pairs,
000-502-0792-232 length cable w/ 22 Ga. 6
such as RS-232 or Analog In
22 gauge twisted triplets,
000-502-0793-232 32” cable w/ 22 Ga. 8 For use with RTD inputs
Quad twisted pair, 32” Cat
000-502-0798-001 5e cable w/ 20 Ga. 1 For use with Ethernet
contacts
Payload Cameras
At this time Blue Origin no longer offers standard cameras for use in flight.
Customers are encouraged to use COTS units that meet their specific needs for
frame rate, resolution, and optics. Testing should be conducted to validate
appropriate lighting, focal distances, field of view, and robustness to shock, vibe,
and heat.

PAYLOAD ENVIRONMENTS
This section describes predicted CC environments during New Shepard flights.
Predicted environments may vary from those experienced during flight.
4.1 Accelerations
Microgravity Quality and Attitude Control
Table 2-1 presents the expected duration of the microgravity environment on a

New Shepard mission. This section looks at the quality of that microgravity
environment.
The CC has a system of cold-gas thrusters, called the Reaction Control System
(RCS), to perform attitude control during the exo-atmospheric coast phase of
flight. On a nominal mission, nearly all RCS thruster firings will happen during the
15 seconds immediately following CC separation from the PM. During this period,
the CC RCS will attempt to null rates in pitch, yaw, and roll axes induced by any
asymmetries in the mechanical separation spring force or residual aerodynamic
disturbances. After this period, the frequency of RCS thruster firings is expected
to drop significantly. At 18 seconds after separation, the vehicle will report the
Coast Start Detected flight event, indicating that during most missions, the RCS
thrusters are not expected to fire again during the microgravity coast phase until
reentry, when the sensed acceleration due to aerodynamic drag will be far
greater than any RCS-induced acceleration.
Previously flown high-precision accelerometers have shown that the initial

period of microgravity after the vehicle has been stabilized can be extremely
quiet. For one representative flight, measurement of this ultra-quiet period
showed RMS accelerations below 200 Hz to be well below 1 milli-g and peak
accelerations below 4 milli-g. Most of the power in that vibration environment
below 80 Hz was observed in the Y-Z plane (parallel to the floor of the Payload
Locker). Larger contributions in the vertical X-axis of the vehicle were observed
above 80 Hz. Payloads with sensitivity to high frequency vibration should
consider passive 50 Hz isolators, appropriately tuned to the mass of the
hardware, or an active isolation platform. The length of this ultra-quiet period
may vary from flight to flight, but is typically expected to last for at least 60 to 90
seconds. The total period between CC stabilization and significant reentry loads
is anticipated to be about 3 minutes.
There are several factors that may shorten or degrade the quality of the
microgravity environment from nominal predicted values. If the CC exceeds
pitch or yaw angle limits or builds up significant angular rates in any axis during
the microgravity coast phase, the RCS thrusters will again fire to return the CC
below these limits. When these thrusters are firing, they are expected to

produce sensed acceleration below 0.01g for a short period. These accelerations
will be in the lateral Y-Z plane of the CC.
Residual angular rates of up to 5°/second may be experienced during the coast

phase which can induce a centripetal acceleration on the experiment of up to
0.0015g in addition to the sensed accelerations described in Section 2.6
resulting from aerodynamic drag (although these sensed accelerations may not
be in the same direction).
At this time, it is not possible to provide a precise timeline or expected frequency

of disturbances due to residual CC angular rates or RCS thruster firings. Among
the variables that will influence these disturbances are uncertainties in CC
lateral center of gravity location (which will vary from flight to flight); high altitude
wind direction and magnitude on the day of flight; day-to-day variations in
atmospheric density at high altitudes; tip-off rate from the PM induced by the
separation system; and asymmetry in the CC shape which will induce small
aerodynamic torques.
Acceleration Environment
Blue Origin expects payloads to handle accelerations bounded by the nominal

environments listed in Table 4-1 for durations up to 50 msec. It should be noted
that axial and lateral loads may be applicable simultaneously. It is recommended
that experiments be designed to these nominal environments, with a minimum
ultimate factor of safety of 2.0 relative to nominal loads.
Also included are peak acceleration environments that may be encountered if

the CC fails to deploy one of its three main parachutes, landing on only two fully
open main parachutes, or if the CC experiences an unplanned escape from a
flight anomaly. This type of failure is expected to be a rare event, but payload
developers should design their experiments to sustain this environment without
damage.
Table 4-1
Maximum Experiment Acceleration Environments
Event Direction Peak Acceleration Max. Duration

Nominal Mission Axial + 15 / -4.5 G 50 msec
Nominal Mission Lateral +/- 7.5 G 50 msec
1-chute Failure Landing Axial + 26 / -7 G 50 msec
1-chute Failure Landing Lateral +/- 12 G 50 msec
Escape Event Axial + 32 / -6 G 50 msec
Escape Event Lateral +/- 10 G 50 msec

Vibration Loads
To promote mission success for the experiment, the experiment should meet its
performance and functionality requirements in the expected vibration
environment for a nominal mission. Performance and functionality of flight
hardware in an induced vibration environment is verified by acceptance test at
the levels shown in Table 4-2. Refer to Section 5.5 for further details on required
payload testing prior to flight.
Table 4-2
Suggested Random Vibration Spectrum (MIL-STD-1540E)
+0 dB +1.5 dB +3 dB
Acceptance Testing Proto-Qualification Testing Qualification Testing

Freq [Hz]
ASD [g2/Hz] ASD [g2/Hz] ASD [g2/Hz]
20 0.0053 0.0053 0.0053
150 0.04 0.04 0.04
800 0.04 0.04 0.04
2000 0.0064 0.0064 0.0064
Expected GRMS 6.94 8.25 9.80
Shock Loads
To promote mission success for the experiment, the experiment should meet its
performance and functionality requirements in the expected shock environment
for a nominal mission. Performance and functionality of flight hardware in a
shock environment is verified by testing at the levels shown in Table 4-3.
Table 4-3
Suggested Half-Sine Pulse Shock Levels (MIL-STD-1540E)
Half-Sine Pulse, Half-Sine Pulse,

Vehicle Vertical Axis Vehicle Lateral Axis
Duration (ms) 6 15
Amplitude (G) 30 13

4.2 Cabin Air
The pressure inside the CC cabin will nominally be maintained within 10.1 – 14.2
psi (approximately 0.696 – 0.979 bar) throughout the mission. The ambient
pressure in West Texas is approximately 12.8 psi (0.883 bar). Any air-tight
structures, such as primary or secondary liquid containment vessels, must be
robust to all pressures within the nominal operating range. Cabin air is
temperature-controlled, but humidity is not regulated from West Texas ambient
and may be quite dry. Payloads with concerns about electrostatic discharge at
low humidity should consider coating bare and/or exposed electronic
components with a conformal coat. Such a coat will also provide protection from
contaminants and moisture.
Blue Origin will attempt to maintain cleanliness in the cabin during all operations
but does not guarantee a specific cleanliness level.
4.3 Cabin Temperature

The ambient air temperature of the CC cabin on payload flights is expected to
remain in the range of 50 – 90°F (approximately 10 – 32.2°C) during pre-flight and
flight operations. On payload flights, temperatures inside the capsule may rise
above 90°F (32.2°C) or fall below 50°F (10°C) after CC landing. The extreme high
predicted temperature on payload flights with no astronauts on board is 130°F
(54.4°C) and the extreme low is 32°F (0°C) for a period of up to 3 hours. Note that
these temperatures refer to the ambient air temperature in the cabin and not the
temperature inside payload lockers. Temperatures inside lockers may rise above
these values if the experiment dissipates heat or if payload lockers are exposed
to sunlight. Depending on the needs of the payload, it is recommended that
payload developers consider including pressure and temperature sensors within
their Payload Locker as well as a method of temperature control.
The ambient temperature inside the Payload Facility and VPF will nominally be
maintained at 60 – 85°F (approximately 15.6 – 29.4°C).

4.4 EMI/EMC
The New Shepard vehicle and payloads can experience a variety of
electromagnetic (EM) fields generated by the launch vehicle, launch pad and
ground support equipment, and other payloads. Blue Origin will perform an initial
basic assessment of customer-provided payload characteristics (radiated and
conducted emissions) to determine acceptability. Common sources of EM fields
include active transmitters (Bluetooth, Wi-Fi), DC-DC Converters, and electric
motors. Findings from the initial review may drive non-standard payload analysis
and/or integrated testing on the vehicle to confirm the payload does not
adversely impact the launch vehicle subsystems, communication, or navigation
on the pad, in flight, and during recovery. Customers are responsible for the
costs of such non-standard analysis or testing. Blue Origin reserves the right to
de-manifest or de-activate any payload that may interfere with vehicle or ground
system operations.
It is recommended that payloads with transmitters design their payload to meet

test requirements defined in MIL-STD-461G or equivalent specifications to
reduce re-work after vehicle-level analysis and test. Even with box-level testing,
there is a possibility that the payload will not be electromagnetically compatible
with the vehicle systems. Upon customer request, Blue Origin can provide a list
of known certified EMI test facilities to support payload-level testing. These
specific test houses are generally able to perform test preparation, test
execution, and test report so the hardware provider is only required to define the
test configuration, operational instructions, and hardware.

New Shepard Electromagnetic Susceptibility
To avoid payload interference with the CC, PM, and ground systems, payloads
must limit their intentional and unintentional electromagnetic emissions at all
times during a mission. Table 4-4 and Figure 4-1 show the expected New Shepard
limits for payload electromagnetic emissions. Payload developers are
responsible for ensuring their payload does not exceed these limits.
Payload Emissions Limits

160.0
140.0
120.0
Level (dBuV/m @ 1m)
100.0
80.0
60.0
40.0
20.0
0.0
-20.0
0.01 0.1 1 10 100 1000
Frequency (MHz)
Figure 4-1
New Shepard Payload Emissions Limits
Table 4-4
New Shepard Emission Field Limits for Emitters and Receivers
Emission Field Limit

Center Frequency (MHz) Bandwidth (MHz)
(dBuV/m @ 1 m)
450 75 / 40 / 0.5 77 / 47 / -3
460 20 52
1227.6 30 25
1575.42 83 27
2042 8 18
2069.1 8 46
2437 50 25

New Shepard Radiated Emissions
The New Shepard launch vehicle generates a spectrum of EM emissions both on

and in the PM and CC. Table 4-5 shows the expected intentional emission levels
that payloads may experience. More detailed data requests can be reviewed
upon request.
Table 4-5
New Shepard Radiated Emissions
Expected Field
Frequency
Strength Modulation
(MHz)
(dBuV/m)
401.2 127 BPSK NB
401.8 155 BPSK NB
451 108 NBFM
887 91 2G/3G/LTE
2202 123 16QAM
2250 151 16QAM
2437 127 DSSS/CCK/OFDM
5975 78 64QAM
Window Attenuation
Currently, payloads requiring the use of receiving or emitting nodes (antennas)

are installed adjacent to a cabin window position with the antenna mounted on a
bar that crosses the window. Due to the installation configuration, it should be
expected that signal attenuation will occur through the CC structure and
windows. The estimated attenuation through the window can range from 25 to
50% dependent on frequency. A more specific estimate can be provided upon
receipt of the specific operating frequencies and bandwidth.

Acoustic Levels
Table 4-6 shows the expected acoustic levels by one-third octave band and
overall level inside the CC cabin during nominal New Shepard liftoff. Acoustic
levels in Payload Lockers are assumed to be equivalent to those of the cabin in
general. During the remainder of a nominal flight, acoustic levels are expected to
be considerably lower except for impulse events such as separation, drogue
deployment, and RCS firings.
Table 4-6
CC Cabin Interior Acoustic Levels
CC Cabin
Frequency (Hz)
dB dB (A)
100 123 104
125 123 107
160 123 110
200 123 112
250 123 115
315 122 115
400 121 116
500 120 117
630 118 116
800 116 115
1000 114 114
1250 112 112
1600 110 111
2000 108 109
2500 106 107
3150 104 105
4000 102 103
5000 100 101
6300 99 99
8000 98 96
10000 97 94
Overall SPL 131.9 125.2

PAYLOAD INTEGRATION
The following section describes the standard process for integrating payloads
into the New Shepard vehicle. Blue Origin may require additional procedures,
documentation, and testing depending on the nature of the experiment and
payload.
5.1 Roles and Responsibilities

The payload customer is responsible for meeting all payload integration
milestones and providing any supporting documentation requested by Blue
Origin. Each payload will be assigned a Payload Integration Manager at the time
of contracting, who will guide payload customers through the integration
process and help them meet the payload integration milestones. The Payload
Integration Manager will be the primary contact for coordinating all aspects of
payload integration, including post-flight inquiries up to 30 days after the last
flight in a contract.
5.2 Required Payload Documentation

Each payload customer flying a payload on the New Shepard vehicle must
complete the following documents and submit them to Blue Origin. The payload
customer should work with their Payload Integration Manager to ensure the
documents are accurate, tidy, and complete.
Payload Data Package – note that additional documentation is required with

this submittal such as a bill of materials, electrical schematics, etc.
Launch Site Integration Package – Payloads that do not contain liquids,

hazardous materials, or batteries and require no flight data, power, or
specialized interaction may not require this data submission.

5.3 Payload Integration Milestones and Schedule
The typical New Shepard payload integration process is shown in
Table 5-1 below. Such a timeline is typical for the first flight of an experiment of
moderate complexity. Payloads with custom interface needs or extensive
development remaining at contracting are likely to require additional time.
Table 5-1
Standard Payload Integration Timeline
Milestone Schedule
Flight Contract Signed

Kickoff
Kickoff Teleconference
Preliminary Payload Data Package Review with Blue

Origin
Kickoff + 1 month
Payload Kit Shipped from Blue Origin to Customer (1)
Final Payload Data Package Review with Blue Origin

Kickoff + 3 months
Payload Kit Shipped from Blue Origin to Customer
Payload Data Package Closed Kickoff + 4.5 months
Payload Readiness Review Launch - 1 month
Payload Shipment Arrives at Launch Site Launch – 2 weeks
Customer Returns Blue Origin Hardware to Blue Origin

Launch + 2 weeks
After Final Flight
(1) To help with payload integration, Blue Origin aims to ship the payload kit
(payload locker, IPC, harnessing, etc.) as early as possible. However, the
mission schedule may limit hardware availability for payloads that are
manifested on later flights.
The most important milestones are described below:
Kickoff Teleconference – This is a meeting to officially kickoff the integration

process for the customer payload. At this meeting, a schedule will be set for all
milestones listed in this section. This meeting will provide an opportunity for
payload customers to walk through the process with the assigned Payload
Integration Manager and ask any questions.

Preliminary Payload Data Package Review – This milestone is intended to
capture the high level design details and operation requirements of the payload.
The Payload Data Package should be completed to the greatest degree possible
and include any areas of concern for that payload, such as timing constraints, or
design features such as lasers, high current devices, liquid containment, etc.
This review is meant to address any large open questions with the payload design
so the customer can finalize the payload and proceed to the final PDP review.
Final Payload Data Package Review – This milestone is intended to capture the
completed detailed design and operations of the payload. All sections of the PDP
form should be complete. No major changes to the payload design or PDP data
are expected after this review.
Payload Data Package Closed – Final Payload Data Package is completed. The
design of the payload is complete. Verification activity (e.g., vibration testing,
thermal testing, etc.) does not need to be complete at this point, but should be
outlined in the PDP.
Payload Readiness Review – This milestone marks the submission of all

verification and test data. The Launch Site Integration Package (LSIP) and all test
reports must be completed one week prior to this meeting and be submitted to
Blue Origin. All verification activity should be closed at this point, and the payload
should be ready for flight. The customer should perform a flight simulation with
the payload, and provide XML files, log files, and video of the payload operating.

5.4 Reflight Payloads
Payloads which are being reflown may qualify for an abbreviated integration
process at a lower cost. To qualify as a reflight payload, no hardware, software,
or operational changes are permitted to the payload. Minor changes may be
approved by Blue Origin on a case-by-case basis, and should be agreed upon
prior to contracting. Typical examples of reflight payloads include repeat flights
to gather additional data, minor sample changes, experiment timing changes,
or fixing an issue encountered on a previous flight.
The reflight integration process is shown in Table 5-2 below.
Table 5-2
Reflight Payload Integration Timeline
Milestone Schedule
Flight Contract Signed

Kickoff
Kickoff Teleconference
Payload Reflight Package Review with Blue Origin

Kickoff + 1 month
Payload Kit Shipped from Blue Origin to Customer (1)
Payload Readiness Review Launch - 1 month
Payload Shipment Arrives at Launch Site Launch – 2 weeks
Customer Returns Blue Origin Hardware to Blue Origin

Launch + 2 weeks
After Final Flight
(1) To help with payload integration, Blue Origin aims to ship the payload kit
(payload locker, IPC, harnessing, etc.) as early as possible. However, the
mission schedule may limit hardware availability for payloads that are
manifested on later flights.
The most important reflight milestones are described below:
Payload Reflight Package Review – The Payload Reflight form is a streamlined

version of the Payload Data Package that only includes questions to document
changes to the payload (rather than the overall payload design). The entire form
should be completed. If changes are minor, a meeting may not be necessary. No
major changes to the payload reflight form are expected after this review.

5.5 Payload Test Requirements
Except as noted in Section 6 below, Blue Origin requires the completion of
Payload environmental testing prior to flight. When the nominal operation or
failure of a payload has the potential to damage other payloads, the vehicle, or
personnel, additional verification and testing may be required. In these cases,
specific test requirements may be determined during the Payload Data Package
reviews. Test setup, procedures, and methodology is required to be reviewed by
the Payload Integration Manager prior to the start of testing.
The Blue Origin Locker is not designed to act as a level of containment for liquids,
gases, or small components. Blue Origin recommends that researchers verify
their payloads can execute the mission when exposed to the environments
described in Section 4.0 to promote mission success.
Upon request, Blue Origin can provide recommendations for specific test
providers who are available to assist with planning, setup, test execution, and
test reports. Each provider has their own unique benefits and customer
interaction, so the recommendations are not intended to be an exhaustive list
but rather to provide options that each payload customer can leverage. Any
costs associated with test planning, execution, and analysis effort shall be paid
by the customer
Vibration/Shock Testing
All payloads are required to undergo vibe testing for at least one minute to the
flight environment levels as defined in section 4.1.3. Payloads should be tested
to proto-qualification levels documented in Table 4-2 unless the payload has
previously flown on New Shepard, or the Payload Integration Manger specifies an
alternate means of compliance. Payload are also required to undergo shock
testing to levels as defined in section 4.1.4. A test report with test levels,
frequency response, and test summary will be required at the Payload Readiness
Review. Upon request Blue Origin can recommend testing procedures for both
Vibration and Shock testing.

Thermal Testing
All payloads are required to undergo thermal cycle testing in accordance to the
qualification standards in MIT-STD-1540. Test should utilize the narrower
thermal ranges as documented below. A test report documenting the thermal
ranges and payload performance will be required at the Payload Readiness
Review.
Table 5-3
Thermal Range Test Levels (MIL-STD-1540)
Min Max
Qualification 0°C 55°C
Acceptance 10°C 33°C
Electromagnetic Interference and Compatibility Test Requirements
Any payload that has the potential for emissions beyond the limits outlined in
Section 0 must perform EMI/EMC testing. It is recommended that the minimum
testing performed for EMI under MIL-STD-461G or equivalent for emissions
consists of:
RE102 - Radiated Emissions, Electric Field
CE102 - Conducted Emissions, Radio Frequency Potentials, Power Leads
The recommended minimum testing performed for payload susceptibility is:
RS103 - Radiated Susceptibility, Electric Field
CS114 - Conducted Susceptibility, Bulk Cable Injection
CS101 - Conducted Susceptibility, Power Leads

CS115 - Conducted Susceptibility, Bulk Cable Injection, Impulse Excitation
CS116 - Conducted Susceptibility, Damped Sinusoidal Transients, Cables and
Power Leads

Induced Vibration Testing
Payloads which contain moving parts or impart vibrations on the payload locker
structure are required to complete induced vibration testing in accordance to
the NASA requirement SSP 57000-R, section F.3.1.3.2. This test will ensure the
quality microgravity experience for all customers flying with New Shepard.
Further details can be provided by the assigned Payload Integration Manager.
Exemptions
Individual testing exceptions can be granted on a case by case basis to payload

customers who request them. Exceptions will be provided based on the design
of the payload, exception rationale, and flight hardware heritage. In some cases,
testing may be the most effective means to accomplish this verification.
Payload customers may request an exemption from the testing requirements

above prior to the Final Payload Data Package review. Upon request Blue Origin
will provide a template for customers to complete which will include the
justification required to be exempt from a given test. Some test exceptions may
require the completion of additional analysis to show that they payload is safe for
flight. Additional details will be provided by the Payload Integration at the time
the exemption request is made.

5.6 WTLS Payload Processing and Flight Operations
Overview
Table 5-4 provides an overview of the activity at WTLS for payloads and
personnel on-site for flight activities. Blue Origin offers access to the WTLS for
two team members directly involved with technical payload preparations. Up to
two additional members directly involved with technical payload preparations
may attend by request at additional cost to the customer. Request for team
member additions must be made no later than submission of the Launch Site
Integration Package (LSIP) at L-1 Month. The “Nominal Load” column describes
standard operations for payloads that load into the vehicle in the Vehicle
Processing Facility on L-4 (four days prior to launch). The “Tower Load” column
describes special operations for payloads that load into the vehicle on the launch
tower the morning of flight.
The primary milestones for on-site activities are the Payload Receiving and
Checkout Procedure, Payload Handover, and Launch. The following sections
provide a description of the on-site activities.
Payload customers will be assigned a Blue Origin liaison who will be responsible
for assisting them while at the launch site.
Table 5-4
Typical On-Site Schedule
Day Nominal Load Payload Activity Tower Load Payload Activity
L-7 Arrive in Van Horn, TX Not on site
L-6 First day on site, Payload preps Not on site
L-5 Payload Checkout Procedure Not on site
L-4 Payload handover (~8 a.m.) Not on site
L-3 Not on site Arrive in Van Horn, TX
L-2 Not on site First day on site, Payload preps

Payload Checkout Procedure
L-1 Not on site Leave early in preparation for
launch
Arrive on site (~11 p.m. L-1)
Arrive on site (~6 a.m.)
Payload handover (~1 a.m.)
L-0 Launch! (~9 a.m.)
Launch! (~9 a.m.)
Payloads returned
Payloads returned
L+1 Payload cleanup, packing, shipping Payload cleanup, packing, shipping

Pre Flight Preparations
Payload customers are allotted two days in the Payload Processing Facility (PPF)
prior to payload handover. The PPF is typically open to payload teams from 8 a.m.
until 5 p.m. local (Central) time and may vary depending on launch operations.
The first day payload customers are on site is used for any final payload
assembly, charging, sample loading, etc. The second day on site is used to
complete the Payload Receiving and Checkout Procedure with Blue Origin.
Payload customers may not have access to their payloads on their second day
and should plan accordingly.
The Payload Receiving and Checkout Procedure consists of a set of inspections

and checkouts cooperatively performed by Blue Origin personnel and the
customer payload team. The procedure is meant to ensure that the payload as-
built configuration is in accordance with the Payload Data Package, and any
other payload documentation provided by the customer. It is also meant to
confirm that workmanship levels are sufficient to not raise safety concerns. The
procedure will include: Mechanical Inspection, Electrical Inspection, IPC
Software Check, Functional demonstration of payload running during a mission
simulation, and any payload unique checks/verifications, such as levels of
containment, laser inhibits, etc.
The Payload Receiving and Checkout Procedure is expected to take about 2

hours. Blue Origin will assign checkout time slots for customers. The payload
must be in flight configuration for the procedure, including all liquids and
samples loaded. If this is not possible (e.g., for scientific reasons), the customer
should coordinate with their Payload Integration Manager ahead of time. If for
some reason the payload is not able to complete the Payload Receiving and
Checkout Procedure, (e.g., payload is not functional, not compliant with
documentation, or does not meet minimum workmanship standards), it may be
considered for flight on a future launch with additional costs borne by the
customer.
Customers not able to or interested in participating in flight operations at the

West Texas Launch Site in person may be able to ship their launch-ready
payloads directly to Blue Origin for a flight campaign. In this case, Payload Locker
Receiving and Checkout will be performed by Blue Origin without the customer
present. Payload contents will be shipped back to customers within one week
after the mission.

Nominal Load Operations
Handover for Nominal Load payloads occurs the morning of L-4. Blue Origin
personnel will transport Payloads directly to the Vehicle Processing Facility (VPF)
for installation into the CC. Once payload lockers are secured in the payload
stacks, harnesses will be mated between the PSE and each IPC. Nominal Load
payloads will nominally remain unpowered until launch day and may undergo
multiple reorientations (between the “vertical” and “horizontal” positions) during
mating of the crew capsule and propulsion module and when the integrated
vertical is rotated vertically at the launch pad. Figure 5 1 shows the “down”
direction when the vehicle is horizontal, and shows the orientation for position
5B.
Figure 5-1
Crew Capsule “Horizontal” Position, showing the location of locker 5B

Tower Operations
Payloads which are unable to withstand reorientation, and those necessitating

timely integration for science purposes, may opt to be installed or removed on
the launch tower after the vehicle has been rotated to the vertically position on
the day of launch. These special services are called Tower Load, Tower
Recovery, and Tower Activation, and are defined below. These services are
available to a limited number of payloads each mission at an additional cost to
the customer.
5.6.4.1 Tower Load
Payloads customers that opt for Tower Load will be handed over to Blue Origin
personnel and integrated on the vehicle approximately 8 hours ahead of the
scheduled launch time. Once payload lockers are bolted in place in the payload
stacks, harnesses will be mated between the PSE and each IPC.
5.6.4.2 Tower Recovery
In the event of a launch scrub, after payloads have been integrated on the
vehicle, the New Shepard team may attempt to recycle the vehicle for another
launch attempt the following day. In this instance payload customers may opt for
Tower Recovery. Generally, New Shepard will be rolled back into the VPF in
preparation for the next attempt with payloads installed, however Tower
Recovery payloads will be returned to payload customer in the PPF prior to
vehicle rollback. This service is generally beneficial to payload customers
sensitive to reorientation, or have time-limited biology, or use batteries.
5.6.4.3 TowerActivation
As a special service, Nominal or Tower Load payloads can request a payload

activation activity occur just prior to cabin close-out on launch day. Payload
activations should be short, simple tasks such as flipping a switch or installing an
activation plug and should take no more than 60 seconds, including opening the
locker door. The activation will be performed by Blue Origin personnel on the
tower, approximately eight hours ahead of the scheduled launch time.

Launch Holds
During the countdown to launch, New Shepard may enter into a hold where the
countdown clock is temporarily paused. These operations are considered part of
the normal launch event and can be broken into two distinct types.
5.6.5.1 Short Holds
Short holds typically last a few minutes and allow the New Shepard team to
verify final items before proceeding with the launch countdown. In these
instances, IPC power will continue to be provided to the customer payload
without interruption.
5.6.5.2 Extended Holds
In the event of an extended hold, the New Shepard team may temporarily
remove IPC power from a payload in order to conserve battery power. Payloads
should be robust to this type of power removal and should be unaffected by
power cycling. Further details can be provided by the Payload Integration
Manager.

Post Landing Operations
5.6.6.1 Nominal Recovery
Following the mission and CC recovery, the CC will be craned onto a recovery
vehicle and transported back to the VPF, where payloads will be removed.
Experiment return to the payload customer in the PPF is expected within 8 hours
of CC landing. Once lockers are returned to the PPF, payload customers can
download all logged data from the IPC.
Blue Origin does not currently provide data on in-cabin environments, such as
temperature, humidity, and vibration. Customers requiring such data are
encouraged to include the relevant sensors in their payload or discuss non-
standard integration services with Blue Origin.
The PPF will be open to customers on the day following launch for final payload
tear-down and shipping. The customer may either return the Payload Locker,
Integrated Payload Controller, and cables at the launch site, or ship them back to
Blue Origin within two weeks.
5.6.6.2 Field Recovery
If a payload customer requires access to their experiment in fewer than 8 hours

after landing, Blue Origin can provide early access as a non-standard service by
opening the hatch and removing a payload locker soon after reaching the CC
landing site, approximately one hour after CC landing. Customer are responsible
for providing all accommodations for post-flight analysis in the field and/or at the
Payload Processing Facility. A high clearance SUV is recommended for
transporting the payload customer to the CC landing site. Operational
procedures near the vehicle will require close collaboration and approval from
Blue Origin. This challenging field operation is discouraged unless critical for
mission science and is available to a very limited number of payloads each
mission at an additional cost to the customer.

SAFETY
Safety is of highest priority to Blue Origin. As a part of the Payload Data Package,
each payload customer is requested to complete a simple hazard summary
sheet. This will help the payload customer and Blue Origin understand the
hazards associated with handling and flying the payload, and better address
them in the design phase of the payload. Any hazards deemed unacceptable will
require additional mitigation. A Hazards and Operability (HAZOP) and Failure
Mode, Effects, and Criticality Analysis (FMECA) review method may also be
required. Hazards include those that pose potential harm to ground crew as well
as those that pose potential harm to other experiments or the New Shepard
vehicle.
The purpose of this section is to provide general guidelines to customers for

what hazards Blue Origin seeks to identify and analyze in greater detail during the
PDP review. Following these guidelines will simplify the review. These guidelines
are not meant to be exhaustive given the range of potential payloads and
accompanying hazards that might be present. Customers should be proactive in
identifying any potential safety concerns to Blue Origin as early in the integration
process as possible.
6.1 General Payload Safety Requirements

Explosives Safety
Explosives may be flown in the Payload Stack if they are classified by the U.S.
Department of Transportation/United Nations Organization as Class 1.3 or 1.4,
have a cumulative explosive weight of less than 250 mg per Payload Locker, are
fully contained, and pass a Blue Origin safety review.
Electrical Safety
Generally, high voltage batteries (greater than 32V peak voltage) will not be
allowed to fly on the Payload Stack. All batteries present in the payload,
regardless of voltage, must be identified by manufacturer and model number in
the PDP. A detailed battery policy is included in Appendix C: New Shepard
Payloads Battery Policy.
Each switch or device used to disconnect the circuit from the power source
must be clearly labeled to indicate the circuit’s function unless it is located and
arranged so the purpose is evident. All labels and marking must be durable
enough to withstand the environments to which they may be exposed.

Electrical derating of internal components is also recommended due to the
environments payloads may experience. This may include derating practices
such as thermal derating for integrated circuits and passive components or
current capacity derating for internal harnessing. Additional details and
recommendations regarding derating can be provided by the Payload Integration
Manager. Bare and exposed electrical conductors are not allowed and must be
prevented from causing electrical shorts. Common techniques include using a
conformally coating material on circuit cards or chafe braiding on internal
harnessing.
Flammability
All material used in the payload, when exposed to a standard ignition source,
should self-extinguish and not transfer burning debris that can ignite adjacent
materials. Materials listed as flammable in accordance to the Global Harmonized
System (GHS) of classification and labeling for identification require approval
from the Payload Integration Manager. If any materials are present on the
payload that do not exhibit this behavior, a more thorough analysis is required
(including fault tree analysis) to characterize the potential hazard and additional
test and analysis requirements.
Pressurized Systems
Any payload systems storing positive pressure (e.g., pressure bottles) or

negative pressure (e.g., vacuum chambers) must be identified. The stored
energy of pressurized systems should be calculated and limited such that loss of
pressure containment will not result in any detrimental effects outside the
Payload Locker containing the pressurized system. The Payload Locker is not
designed to handle the impact force imparted by failed containment of high
pressure systems.
In addition, any pressure vessel containing stored energy in the experiment

should be made by a recognized manufacturer and used within its defined safe
operating limits. If this is not the case, the payload developer must explain the
method of verifying the integrity of the pressure vessel prior to flight. This
method of verification will be subject to Blue Origin approval and audit. ASME
B31.3, S-080, and S-081 are generally acceptable standards for pressure vessels
and plumbing.
Hazardous and Liquid Material Containment
As described in Section 3.2.9, all payloads containing liquids must have a primary
and secondary means of containment. Hazardous materials typically require a
tertiary level of containment. Each level of containment is required to undergo
independent verification. Vibration, shock, thermal, and any other
environmental testing must be performed on each unit while loaded with liquid,
showing that no leaks are seen. The type and quantity of all liquids or hazards

must also be disclosed along with Safety Data Sheets (SDS) for further evaluation
of potential hazard. Compatibility with Payload Locker materials shall also be
evaluated by the payload developer. Hazardous materials may not be shipped to
Blue Origin prior to the completion of the final PDP review, and all hazardous
shipments must be coordinated through the Blue Origin Payload Integration
Manager.
Biological Payloads
Biological payloads require compliance with Blue Origin’s Biosafety Manual

Appendix 3: Customer Guidelines, available upon request. All biological materials
and organisms must be classified at BSL-2 levels or lower.
Biological samples including human whole blood, plasma, or urine require

certification from a hospital blood bank or vendor that samples have tested clean
for medical use, or validation from Customer’s biological safety officer that
standard universal precautions are appropriate for this material. (BSL-2
materials come at additional costs and complexity.)
Use of vertebrate organisms requires submission of a protocol reviewed by a

certified Institutional Animal Care and Use Committee. Blue Origin will conduct a
separate independent review of this protocol and associated training records.
For any interactions with biological materials at the launch site, the customer
must provide and utilize appropriate PPE and spill kits. Customer is responsible
for microbiological disinfecting of hardware and work surfaces, and disposal of
samples in accordance with Biosafety in Microbiological and Biomedical
Laboratories, 5th Edition practices. As part of pre-flight reviews, the customer
will document standard operating procedures for review by Blue Origin.
Lasers
The use of lasers in payloads can be acceptable as long as the appropriate

design, build, test, and operational measures are taken for mounting, failure
containment and isolation, and handling during operation. Any use of a laser
should be identified in the initial PDP review and will need to be explicitly
documented in the finalized PDP including the laser class, wavelength, power
level, directionality and pointing angles, and use case. In general, Class 1, 1M, 2,
2M, and 3R are acceptable within a Payload Locker. The use of Class 3B and 4
lasers will require additional design data, failure analysis (FMECA or Fault Tree),
at least two levels of failure mode protection (such as absorbent material lining),
fail safe switches, and appropriate personal protective equipment for operation.
Due to human injury risk associated with lasers, it is preferred to avoid use of
Class 3B and Class 4 lasers where possible in the payload design.

6.2 Fault Tolerance
Safety-Critical Fault Tolerance
For hazards generated by a payload that could cause major injury or damage, the
customer will be required to perform fault analysis. Blue Origin recommends
FMECA and Fault Tree or Hazard Analysis as a good process to use for
understanding hazards, consequences, and mitigations. Examples can be
provided upon request. Payloads with high risk of human injury or property
damage during pre- or post-flight operations must be designed to be two-fault
safe. Two-fault design means that any credible combination of two faults must
not result in major injury or death. The simplest way to meet fault tolerance
requirements is to remove all sources of potential hazard if possible.
Mission-Critical Fault Tolerance

For hazards in the payload that could result in significant damage to the New
Shepard vehicle or other experiments on the vehicle, the payload must be
designed to be one-fault safe. Blue Origin will work with payload developers to
perform failure modes analysis if such hazards exist. All the guidelines pertaining
to mitigation of faults described above also apply in this case. The simplest way
to meet fault tolerance requirements is to remove all sources of potential hazard
if possible.

APPENDIX A: PAYLOAD LOCKER REFERENCE
DRAWINGS
Note: The configuration of the locker may differ from what is shown in the
reference drawings (e.g. left-sided vs right-sided locker, close-out panel vs IPC,
etc.).

APPENDIX B: IPC CONNECTOR PIN-OUTS
The pin-outs for all available IPC connectors are given in the tables below.
Connector C1:
Pin
Type Description
Signal Name Pin Number Contact Size
MDI_A_DP A I/O Gigabit Ethernet DA+

MDI_A_DN B I/O Gigabit Ethernet DA-
MDI_B_DP C I/O Gigabit Ethernet DB+
MDI_B_DN D I/O Gigabit Ethernet DB-
20 Gauge
MDI_C_DP E I/O Gigabit Ethernet DC+
MDI_C_DN F I/O Gigabit Ethernet DC-
MDI_D_DP G I/O Gigabit Ethernet DD+
MDI_D_DN H I/O Gigabit Ethernet DD-
SERVICE0+ K Power
Power Channel 0 OUT
SERVICE0+ M Power
SERVICE0- J Ground Common ground path
SERVICE1+ N Power
Power Channel 1 OUT
SERVICE1+ P Power
20 Gauge
SERVICE1- L Ground Common ground path
SERVICE2+ T Power Power Channel 2 OUT
SERVICE2- U Ground Common ground path
SERVICE3+ R Power Power Channel 3 OUT
SERVICE3- S Ground Common ground path
Note: All common ground paths are tied together. Service 0 and 1 are broken
out to multiple pins to allow for ease integration, but share the same current
limits as all other channels.

Connector C2:
Pin
Type Description
GPIO0 1 I/O Bidirectional I/O Pin 0

22 Gauge
22 Gauge
GPIO_RTN 17, 18 22 Gauge Ground Common ground path
PWM0 19 O PWM Output 0
22 Gauge
PWM_RTN 21,22 22 Gauge Ground Common ground path
SERIAL_TXD 33 O IPC RS-232 Transmit
SERIAL_RXD 34 22 Gauge I IPC RS-232 Receive
SERIAL_RTN 32 Ground Common ground path
25,26,27,28,29, NC Do not connect these pins.
RESERVED -
30,31,35,36,37
Note: All common ground paths are tied together. Pins denoted RESERVED are
for use by Blue Origin only.

Connector C3:
Pin
Type Description
RTD0_EXC 1 O RTD Channel 0 Excitation

RTD0_SIGP 2 I RTD Channel 0 Sense+
RTD0_SIGN 3 I RTD Channel 0 Sense-
22 Gauge
AIN0+ 8 I Analog Input 0+
AIN0- 9 I Analog Input 0-
22 Gauge

Pin
Type Description

AOUT0 12 O Analog Out 0
22 Gauge
7,11,14,20,21,
AOUT_RTN 25,31,35,36, 22 Gauge Ground Analog Ground
42,45,49
10,15,16,28,
RESERVED - NC
40,41,46
Note: It is not recommended to tie analog ground and common ground paths
together unless proper precautions are taken. These pins are tied internally in
the IPC to control noise from passing between digital and analog signals. Pins
denoted RESERVED are for use by Blue Origin only.

APPENDIX C: NEW SHEPARD PAYLOADS BATTERY
POLICY
All batteries flown on New Shepard are subject to review and approval by Blue
Origin based on the type and application of the battery. Battery selection must
be submitted to Blue Origin at the Initial PDP review or the battery may not be
approved for flight. The following are guidelines to picking and employing
batteries in a payload experiment design:
o Batteries (and/or the device they come standard in) should meet US
transport requirements for ground transportation and flight. US guidelines
for batteries in Checked Baggage provide good rules of thumb, and are
located at http://phmsa.dot.gov/safetravel/batteries.
o Batteries must have integrated cell protection including over current, over
voltage, or burst protection as part of the battery assembly. Batteries cannot
consist of a bare cell with no protection circuitry.
o Small, unaltered, mass-produced Commercial off-the-shelf (COTS) items
with the original battery and no documented battery issues will generally be
acceptable for flight without additional testing. Acceptable examples
include the iTouch and Surface tablet. No Samsung Note 7’s. Batteries that
contain less than 10 W-hours will also generally be acceptable for flight
without additional testing.
o Batteries that aren't integrated into COTS electronics and are larger than
coin batteries will be required to be certified as UNDOT 38.3 Tested, as well
as UL 2054 Certified or IEC 62133 Certified.
o Batteries and/or the devices they're in should be from reputable
manufacturers and purchased through reputable vendors (avoid
Amazon/eBay/Alibaba). This information should be evident in the Bill of
Materials (BOM), which Blue Origin requires as part of the Payload Safety
Review.
o Depending on the system and utilization, Blue Origin may require a flight-like
test of the system electronics in which the battery should stay below 122°F
(50°C). No third party review of this testing will be necessary, but a signed
certification of the customer that the test was performed, passed and that
the tested batteries will be utilized during the flight will be required to close
the Payload Safety Review.
o Batteries that contain over 160 W-hours energy will require vibe testing to
MIL-STD-1540E while operating, with temperature measurements at the
battery ensuring that the temperature does not go over 5°F above ambient.
No third party review of this testing will be necessary, but a signed
certification by the customer that the test was performed, passed and that
the tested batteries will be utilized during the flight will be required to close
the Payload Safety Review.
o Payload schematics must be reviewed and approved by Blue Origin.

o If lithium batteries are used, Blue Origin may require the use of a fireproof
battery case.
©2019 Blue Origin Texas, LLC. All rights reserved.

NSGD-01285
New Shepard Payload Data Package

Revision NC | June 4th 2018
This form is designed to help evaluate the compatibility of a payload with the New Shepard vehicle
and to support the safety analysis required to approve the payload for flight. The form is due no later
than 3 months before the scheduled launch date, but we suggest completing it as early as possible.
Please provide detailed information, photos, and documents where applicable, and clearly identify
any areas of concern or confusion. Changes to this document after L-3 months are strongly
discouraged and must be approved by Blue Origin. Refer to the latest New Shepard Payload User’s
Guide for payload integration requirements.
1 PAYLOAD OVERVIEW
1.1. Payload Name: Provide the full, non-abbreviated name of the payload
1.2. Payload Shorthand: Provide the shorthand name or acronym for the payload
1.3. Primary Point of Contact:
Name: enter text
Organization(s): enter text
Phone: enter text Email: enter text
1.4. Payload Team – complete the table for all personnel on the payload team:
Name and
Institution/Department Email Nationality
Position/Role
Click here to Click here to enter Click here to
Click here to enter text.
enter text. text. enter text.
Note: Check with your Mission Manager to ensure that questions 1.5 through 1.9 are in agreement with your payload contract
1.5. Payload Locker Size: Choose an item

If Other, please provide short description: enter text
1.6. Will the payload utilize an Integrated Payload Controller (IPC)? Y/N
1.7. Payload installation: Choose an item
1.8. Payload Recovery: Choose an item
1.9. Does the payload need to be returned to the payload processing facility in the event of a launch
scrub, prior to the next launch attempt? Y/N
1.10. Please check any of the following that apply to your payload:
For any checked boxes below, complete the corresponding section of this document.
☐Lasers The payload contains any type of laser

☐Liquids/Gases The payload contains liquid or gases (not including free air within the payload locker)
☐Hazardous Materials The payload contains hazardous materials
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☐Batteries The payload contains customer-provided batteries (this does not include the batteries in the CC
which provide power to the IPC)
☐Emitters The payload contains electromagnetic emitters (intentional or unintentional)

1.11. (Optional) Blue Origin is sometimes asked for information about our payloads. If you are
comfortable with Blue highlighting you payload as we talk about our flight, please provide a 2-3
sentence general public description of your payload goals and team. Briefly highlight what you
are doing and why, avoiding unnecessary jargon:
Example: Thoracic PARG is demonstrating a new medical technology for managing collapsed lungs in
microgravity or other extreme environments. The payload was developed by Orbital Medicine in
Richmond, VA, in collaboration with Purdue University. Funding was provided by NASA’s Space
Technology Mission Directorate.
1.12. Provide an abstract of the experiment, describing scientific, technology, or mission objectives
(not to exceed one paragraph):
1.13. Provide a high-level description of the payload design and concept of operation:
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2 MECHANICAL
2.1. Provide a CAD model (STEP format) of the payload. An engineering drawing package is also
acceptable:
File Name(s): Click here to enter text.
2.2. Provide a Bill of Materials (BOM) for the payload:
For Commercial off the shelf (COTS) parts, please include:
 Part Name
 Manufacturer
 Manufacturer Part Number
 Quantity
 Datasheet/product URL where available
For custom manufactured parts please provide a sub-BOM that includes raw stock and all known material
quantity and amounts.
BOM File Name: Click here to enter text

2.3. What is the mass of the payload? X ± Y lbm
Note: this should not include the locker or IPC mass, but does include internal wire harnesses and payload cameras.
The mass is limited to 25 lbm for single payload lockers and 50 lbm for double payload lockers. The payload mass
must be specified to within at most +/- 1 lbm to allow for proper Crew Capsule ballasting. Payload mass must be
finalized by L-3 months.
2.4. Payload Center of Mass

a. Does the payload center of mass fall within the envelope defined in the PUG? Y/N
b. Describe how the payload center of mass was verified (measurement/analysis) and the
results:
2.5. Payload Mounting
a. How will payload components be mounted to the payload locker (i.e. will components be
mounted to a baseplate which is subsequently attached to the locker, will components be
mounted directly to the locker, or some combination)?
b. The payload lockers can support a maximum of 2.5 lbm for each threaded mounting point (5
lbm for double locker base points). Does the payload meet this requirement? Y/N
c. Describe the mounting provisions and fragment containment provisions for fragile items
that can easily shatter (e.g., glass, cathode ray tubes, gauges, windows):
d. Detail how mounting attachments and containment systems have been verified to
structurally withstand:
Refer to the Payload User’s Guide for a detailed breakdown of expected flight environments
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o Flight vibration loads:

o Flight acceleration loads:

o Flight shock loads:

2.6. List the mechanical Factor of Safety for each major flight hardware structural component as a
whole:
The analyses should reference the loads listed in Payload User’s Guide and show an ultimate safety factor of at least
2.0. If analysis is NOT to be undertaken, describe how testing will demonstrate that all components within the Payload
Locker can withstand peak loads with an ultimate safety factor of at least 2.0.
2.7. Payload Cameras

a. How many Blue Origin-provided Payload Cameras will the payload utilize? Select Quantity
b. What lenses are requested?
Lens #1: Choose an item Lens #2: Choose an item
c. Describe the mechanical mounting provisions for each Payload Camera:
2.8. How will wiring, cables, and harnessing within the payload be secured to withstand flight
loads? Examples include use of P-clamps, zip ties, with strain reliefs, over wraps, chafe braid,
etc.
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3 ELECTRICAL
3.1. Please provide a high level block diagram that describes all major electrical components and
interconnects within the payload:
Paste image here or reference file name if attachment.
3.2. Please provide an electrical schematic that describes all major components and
interconnects, including the grounding scheme and electrical short mitigation (e.g. fuses,
PTCs, relays, etc.) :
Paste image here or reference file name if attachment.
3.3. Which electrical services will be utilized by your payload?
Electrical IPC Internal Quantity

Quantity Utilized
Service Connector Available
Power
4 TBD
Channels C1
Ethernet 1 TBD
RS-232 1 TBD
Input: TBD
Digital I/O 16
C2 Output: TBD
PWM
4 TBD
Output
RTD
8 TBD
Interface
Analog
C3 4 TBD
Outputs
Analog
4 TBD
Inputs
3.4. How will structural components be electrically connected to the chassis return path
(grounding point provided on IPC)?
3.5. Power Channels

a. For each IPC Power Channel, provide a plot or table of the power usage in Watts for a
nominal mission profile:
Note: Nominal mission timeline information can be found in the PUG. Plot/table should start at IPC power-on and
end at IPC power-off after landing. Assume 27Vdc constant voltage.
b. For each IPC Power Channel, provide the total energy usage for a nominal mission profile:
Note: Assume 27Vdc constant voltage.
o Power Channel 1: Click here to enter text. W-hr

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3.6. How will electrical loads be current-limited or over-current protected (e.g., fusing, circuit
breakers, etc.)? Provide over-protection plan for each power channel being used.
Note: Practice derating on all electrical components. Derating of 70% is adequate for most component ratings (max
voltage, current, power).
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4 PAYLOAD OPERATIONS
4.1. What operations will you perform on site to prepare the payload for launch?
4.2. Please provide a timeline for the payload behavior throughout the mission:
Action Trigger Description of Payload or IPC Action
~5 minutes prior to T-0 IPC is powered on and running
Choose or type an item Click here to enter text.
~5 minutes after CC Landing IPC is powered off
4.3. What operations will be performed by the payload developer in the event of a launch scrub to
prepare the payload for the next available launch attempt (potentially on the following day)?
What is the expected duration of these preparations?
4.4. What operations will be performed by the payload developer on site after the launch?
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5 ENVIRONMENTS
5.1. Describe the minimum required continuous microgravity environment (in g’s) and duration (in
seconds) required to accomplish payload mission objectives. Is this compatible with the
expected microgravity environment as described in the PUG? Click here to enter text.
5.2. What is the payload’s allowable ambient temperature range (in °F):
a. When powered: X°F – Y°F
b. When unpowered: X°F – Y°F
5.3. Provide a time-plot or table of the thermal power output in Watts during a nominal mission:
Note: This should include all sources of heat output from the payload (both heat as a result of Blue Origin provided
power consumption and internal payload sources such as batteries, chemical reactions, etc.)
5.4. What is the total thermal energy output of the payload during a nominal mission profile?
Note: This should include all sources of heat output from the payload (both heat as a result of Blue Origin provided
power consumption and internal payload sources such as batteries, chemical reactions, etc.)
W-hrs
5.5. Does the payload generate any acoustic noise? If so, provide a description of acoustic
sources, durations, and acoustic levels produced (sound pressure level):
5.6. Does the payload contain any moving parts? If so, how will the payload mitigate induced
vibrations to surrounding payloads?
5.7. Is the payload sensitive to small induced vibrations from neighboring payloads?
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6 SAFETY
6.1. Loads Testing

a. Does the researcher plan to perform vibration testing on the payload?
Note: If structural failure of the payload poses a risk to personnel safety, New Shepard, or other payloads, vibration
testing may be required. Vibration test results must be provided to Blue Origin to resolve all PDP action items (see
PUG Integration Schedule)
Y/N
b. If vibration testing is planned, describe the tests planned (hardware configuration, vibration
levels and durations, number of cycles, etc.):
c. Does the researcher plan to perform shock testing on the payload?

Note: If structural failure of the payload poses a risk to personnel safety, New Shepard, or other payloads, shock
testing may be required. Shock test results must be provided to Blue Origin to resolve all PDP action items (see PUG
Integration Schedule)
Y/N
d. If shock testing is planned, describe the tests planned (hardware configuration, shock levels
and durations, number of cycles, etc.):
6.2. Thermal Testing

a. Describe any thermal failure modes of the payload (i.e. what will happen if the temperature
leaves the operating envelope of the payload):
b. Does the researcher plan to perform thermal testing on the payload?

Note: If thermal failure modes of the payload poses a risk to personnel safety, New Shepard, or other payloads,
thermal testing may be required. Thermal test results must be provided to Blue Origin to resolve all PDP action
items (see PUG Integration Schedule)
Y/N
c. If thermal testing is planned, describe the tests planned (hardware configuration, thermal
conditions and durations, number of cycles, etc.):
6.3. Will the payload include any materials classified as a U.S. Department of Transportation/United
Nations Organization Class 1 explosive hazard? If so, list the type, quantity, mass, and total TNT
equivalent explosive potential energy for all materials included in the payload. Please provide
safety data sheets for each material. If no such materials will be included, state that explicitly:
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6.4. Will the payload include any materials classified as flammable as defined in the PUG? If so, list
the type, quantity, and mass, for all materials included in the payload. If no such materials will
be included, state that explicitly:
6.5. Describe any parts of the payload or its ground support equipment that may act as a source of
ignition:
Note: ambient conditions at the West Texas Launch Site can be dry which may increase the probability of an
electrostatic discharge event.
6.6. When burned or heated, does any flammable material become a significant source of smoke
or toxic fumes? Provide justification or description of potential sources based on payload Bill
of Materials:
6.7. Do any potentially exposed surfaces of the payload reach a temperature hotter than 120°F
(49°C) or colder than 39°F (4°C)? Describe design features or backup measures that will
prevent heating and cooling sources from exceeding safe limits in the event of an anomaly:
6.8. In the event of electrical power loss, describe how the experiment fails to a safe
configuration. For example, does a vent valve open automatically in event of power failure,
thereby preventing possible pressure build-up of a pressurized system?
6.9. Describe any payload safing or arming procedures that must occur before installation, on the
pad during installation, or after return of locker to Payload Processing Facility:
Click here to enter text
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7 LIQUIDS/GASES
This section is only required if Liquids/Gases was checked on question Error! Reference source not found..
Complete this section for each liquid or gas planned for flight in the payload locker
7.1. What is the liquid or gas composition? Click here to enter text.
7.2. What is the total mass of this liquid or gas to be included in the payload? Click here to enter
text.
7.3. Will the liquid or gas be pressurized? Y/N
a. If so, what is the maximum expected operating pressure? X psig
7.4. Will any gas be vented from the payload (in a nominal or off-nominal scenario? Y/N
a. If so, identify the composition, volume, and temperature of the gas:
7.5. Please provide a Safety Data Sheet (PDF format) for the liquid or gas, where applicable (e.g. not
needed for water):
Liquid SDS File Name: LiquidSDS.pdf
7.6. Is the liquid compatible with all materials inside the payload locker as well as the aluminum
payload locker itself? Y/N
7.7. Primary Level of Containment (LOC)
a. Describe the detailed design of the primary LOC. Photos, CAD models, and engineering
drawings are encouraged:
b. How will the primary LOC be verified? What analysis and testing will be conducted to ensure
the primary LOC will contain the liquid under expected launch loads and pressures?
Note: LOC analysis/test results must be provided to Blue Origin to resolve all PDP action items (see PUG Integration
Schedule)
7.8. Secondary LOC

a. Describe the detailed design of the secondary LOC. Photos, CAD models, and engineering
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How will the secondary LOC be verified? What analysis and testing will be conducted to
ensure the secondary LOC will contain the liquid under expected launch loads and pressures
in the event of a primary LOC failure?
Schedule)
7.9. Tertiary LOC

a. Is the liquid a hazardous material as defined by the United States Department of
Transportation (USDOT) Hazardous Material Regulations (49 CFR 100-199)? Y/N
If the liquid is not hazardous, a tertiary level of containment is not required.
b. Describe the detailed design of the tertiary LOC. Photos, CAD models, and engineering
How will the tertiary LOC be verified? What analysis and testing will be conducted to ensure
the tertiary LOC will contain the liquid under expected launch loads and pressures in the
event of a primary and secondary LOC failure?
Schedule)
7.10. Are there any electrical components within any of the LOCs? Y/N
7.11. How will these components be protected in the event of a LOC failure?
7.12. How are wires, cables, and harnesses passed through LOCs?
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8 BATTERIES
This section is only required if Batteries was checked on question Error! Reference source not found..
8.1. What is the make and model of the battery or COTS device containing the battery? Battery
Name
8.2. What is the capacity of the battery? Click here to enter text.mAh
8.3. Is the battery part of a small, unaltered, mass-produced commercial-off-the-shelf device
such as an iPod Touch or Surface Tablet AND less than 10 Watt Hours in capacity? Y/N
If Yes, the rest of this section does not need to be completed
8.4. What is the chemistry of the battery (e.g., lead-acid, lithium ion, etc.)? Click here to enter text.
8.5. What is the voltage operating range?
Minimum: Click here to enter text. Volts
Typical: Click here to enter text. Volts
Maximum: Click here to enter text. Volts
8.6. Please provide a spec sheet (PDF format) for the battery. Battery Spec Sheet File Name:
BatterySpecSheet.pdf
8.7. Does the battery need to be swapped or charged in the event of a launch scrub? Y/N
a. If charging or swapping is required, how long will this activity take (assume worst case)? X
minutes
8.8. Will the battery be enclosed in a fireproof battery case? Y/N
8.9. Please check each box to confirm the battery adheres to the New Shepard Payloads Battery
Policy:
☒The battery is certified as UN/DOT 38.3 tested as evident in the battery spec sheet
☒ The battery is either UL 2054 OR IEC 62133 certified as evident in the battery spec sheet
☒ The battery is purchased from a reputable manufacturer or industrial vendor and not a
general marketplace such as Amazon, eBay, or Alibaba as evident in the payload BOM (Blue
Origin can provide battery model and vendor suggestions upon request)
☒ The battery contains less than 160 Watt-hours energy OR will be vibe tested to MIL-STD-
1540E with levels listed in the New Shepard Payload User’s Guide
Page 13 of 17
NSGD-01285
9 LASERS
This section is only required if Lasers was checked on question Error! Reference source not found..
9.1. What is the name or model of the laser diode or COTS device containing the laser? Laser
Name
9.2. What is the class of the laser? Choose an item.
9.3. Describe in detail all operational and design safety measures implemented for laser in the
payload:
These can include but are not limited to: light-tight enclosures, independent inhibits for laser operation, Safe & Arm
devices to eliminate the possibility of laser firing before arming. Note that there are no hard requirements - safety
requirements depend on the type of laser, implementation, and use case specific to each payload and will be
determined by Blue Origin.
9.4. How will the laser be structurally mounted? What analysis and/or testing has been performed
to ensure the laser mounting provisions will withstand flight environments including 1-chute
failure or escape event as described in the PUG?
9.5. Are all materials in the payload (including the payload locker itself) resistant to melting,
outgassing, and combustion when impinged upon by the laser? Y/N
9.6. Describe the payload labeling and confirm that it will be labeled in accordance with OSHA
Technical Manual Section III: Chapter 6 – Laser Hazards (see:
https://www.osha.gov/dts/osta/otm/otm_iii/otm_iii_6.html):
Page 14 of 17
NSGD-01285
10 HAZARDOUS MATERIALS
This section is only required if Hazardous Materials was checked on question Error! Reference source not found..
10.1. Does the payload include any hazardous materials as defined by the United States
Department of Transportation (USDOT) Hazardous Material Regulations (49 CFR 100-199)?
Note: This includes any materials flown as a part of the payload, or brought on site to support payload preparations.
Y/N
10.2. Please identify all hazardous materials, provide total mass being brought on site, total mass
being flown as part of the payload, describe the use of the material, and describe all hazards
associated with that particular material:
10.3. Please provide a Safety Data Sheet (PDF format) for each hazardous material contained in the
payload. File Name(s): HazardousMaterialSDS.pdf
10.4. Describe how each hazardous material will be labeled:
10.5. Describe all safety precautions that will be taken when handling each hazardous material:
Note: This should include contingency scenarios such as a hazardous chemical spill or fire. This should also include
all required PPE.
10.6. How will each hazardous material be stored while at the launch site?
10.7. How will each hazardous material be disposed of while at the launch site?
10.8. How will each hazardous material be shipped to and from the launch site?
10.9. For each hazardous material to be flown as part of the payload, provide a detailed description
of the payload containment system. How will the containment be tested to ensure it survives
flight environments including off-nominal landings?
Note: this information does not need to be repeated if covered in the Liquids/Gases section.
Page 15 of 17
NSGD-01285
11 EMITTERS
This section is only required if Emitters was checked on question Error! Reference source not found..
11.1. What are the sources of electromagnetic emission (e.g. payload motors, DC-DC converters,
Wi-Fi components, etc.)? Please list specific components with manufacturer part numbers
and provide a specification sheet.
11.2. What is the electromagnetic spectral output of the payload (Power vs Frequency plot or
table)?
Note: Please use dBm units. Additional testing may be required by Blue to ensure electromagnetic compatibility
between the payload and the New Shepard vehicle or other payloads.
11.3. What testing and analysis is planned to ensure the payload remains below the Emissions
Limits as defined in the PUG?
Note: additional may
11.4. Describe current or proposed license authorizations for payload emissions as relates to all
emitting components:
Note: In most cases, commercial off the shelf units can cite an existing FCC license. Modifications to off the shelf
equipment typically requires a Special Temporary Authority (STA) coordinated directly with the FCC.
11.5. Describe the data that will be transmitted over the emitter, if applicable:
11.6. Describe ground stations that are required for use with the payload during operation and how
they will be tested prior to flight:
Page 16 of 17
NSGD-01285
12 MISCELANEOUS
Please provide any concerns, unique considerations, or other relevant information about your payload.
Page 17 of 17

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New Shepard Payload User’s Guide SEPTEMBER 2019 1

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©2019 Blue Origin Texas, LLC. All rights reserved.

New Shepard Payload User’s Guide SEPTEMBER 2019 2

NEW SHEPARD ......................................................................... 11

STANDARD PAYLOAD SERVICES & INTERFACES .................. 21

New Shepard Payload User’s Guide SEPTEMBER 2019 3

PAYLOAD ENVIRONMENTS ..................................................... 51

PAYLOAD INTEGRATION ........................................................ 60

New Shepard Payload User’s Guide SEPTEMBER 2019 4

Appendix A: Payload Locker Reference Drawings .......................79

Appendix B: IPC Connector Pin-Outs............................................ 85

Appendix C: New Shepard Payloads Battery Policy ..................... 90

New Shepard Payload User’s Guide SEPTEMBER 2019 5

ADC Analog to Digital Converter Hz Hertz

ASC Administrative Support Center ICD Interface Control Document

ASD Acceleration Spectral Density Institute of Electrical and Electronics

ATC Air Traffic Control LED Light Emitting Diode

BE-3 Blue Engine 3 LSB Least Significant Bits

BOM Bill of Materials Materials and Processes Technical

DC Direct Current OCC Operations Control Center

ELP El Paso International Airport OS Operating System

EM Electromagnetic PDP Payload Data Package

EMC Electromagnetic Compatibility PM Propulsion Module

EMI Electromagnetic Interference PPF Payload Processing Facility

ESD Electrostatic Discharge ppm Parts Per Million

FAA Federal Aviation Administration PSE Payload Support Enclosure

Failure Modes, Effects, and Criticality PWM Pulse Width Modulation

New Shepard Payload User’s Guide SEPTEMBER 2019 6

SPS Samples per Second

TCP Transmission Control Protocol

TRL Technology Readiness Level

TTL Transistor Transistor Logic

UDP User Datagram Protocol

UNC Unified Coarse

USB Universal Serial Bus

VPF Vehicle Processing Facility

WGS84 World Geodetic System 1984

WTLS West Texas Launch Site

XML eXtensible Markup Language

New Shepard Payload User’s Guide SEPTEMBER 2019 7

New Shepard Payload User’s Guide SEPTEMBER 2019 8

o Section 2: New Shepard – This introductory section describes the

Before undertaking detailed design, experiment fabrication, or other major

New Shepard Payload User’s Guide SEPTEMBER 2019 9

2.1 New Shepard System

Crew Capsule (CC)

Drag Brakes (x8)

Propulsion Module (PM)

Landing Gear (x4)

Aft Fins (x4)

New Shepard Payload User’s Guide SEPTEMBER 2019 11

2.2 Crew Capsule

New Shepard Payload User’s Guide SEPTEMBER 2019 12

The primary payload capabilities of the New Shepard vehicle include:

o The ability to launch payloads to suborbital altitudes on a frequent basis

2.4 West Texas Launch Site Description & Accommodations

New Shepard Payload User’s Guide SEPTEMBER 2019 13

New Shepard Payload User’s Guide SEPTEMBER 2019 14

2.5 Launch Windows

2.6 Flight Profile and Events

New Shepard Payload User’s Guide SEPTEMBER 2019 15

Payload Power and

Main Engine Ignition