New Glenn Payload Users Guide Rev C

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HOW TO USE THIS GUIDE
This Payload User’s Guide (PUG) provides an overview of the New Glenn launch
system’s capabilities and Blue Origin’s service offering. The PUG describes New
Glenn’s performance, environments, requirements, interfaces, facilities, and
operations. Blue Origin’s customer integration team will work closely with
customers and the spacecraft manufacturers to ensure successful flights
aboard New Glenn.
CONTACT INFORMATION
As Blue Origin works step by step toward the goal of New Glenn’s first launch, we
are eager to engage with you, our customer. For technical inquiries or for more
information on New Glenn plans, pricing, and availability, customers should
contact the Sales, Marketing & Customer Experience team via email at
NewGlenn@blueorigin.com.
The physical mailing address for all inquiries is as follows:
Blue Origin
Attention: New Glenn Payloads
21218 76th Ave S.
Kent, WA 98032
USA
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PREFACE
At Blue Origin, our mission is to develop reliable low-cost launch vehicles and
customer-focused services that will enable a thriving commercial orbital
ecosystem. The goal is to foster new industries that can access the limitless
resources of space and improve life here on Earth. We envision a future where
millions of people will be living and working in space.
Since our founding by Jeff Bezos, Amazon Founder and CEO, Blue Origin has
been working on reusable propulsion technologies and space transportation
systems necessary to make commercial spaceflight safe, affordable, and
routine. We believe low-cost space access will dramatically reduce barriers to
entry for new commercial and governmental activities in space.
Continuous improvements in design, testing, and manufacturing capabilities, as

well as a rigorous systems engineering process are at the core of our philosophy.
This incremental approach embodied in our motto, Gradatim Ferociter (Latin for
“step by step, ferociously”), led to the historic flight and successful reuse of our
New Shepard suborbital vehicle program in 2015. New Shepard demonstrated
key enabling capabilities, such as vertical takeoff and landing, deeply
throttleable cryogenic engines, rapid inspection, and operational reuse. These
fundamental technology building blocks lead directly to our next step, the New
Glenn orbital launch system.
The New Glenn launch system is designed to launch spacecraft into low Earth
orbit (LEO), geostationary transfer orbit (GTO), and beyond. New Glenn is
designed from the ground up to deliver reliable and affordable services:
Real, operational reusability of New Glenn’s first stage booster minimizes

expense and time required for refurbishment between flights. Because no
disassembly or subsystem replacements are necessary, the cycle time of New
Glenn between flights is measured in days and hours, rather than months. The
booster engines use clean and economical liquefied natural gas. We integrate
our rocket horizontally and then roll out to the pad and launch within hours. This
commercial approach results in a higher mission frequency and lower
operational cost.
Advanced, efficient manufacturing techniques drive down the cost of building

New Glenn. We use state-of-the-art additive manufacturing to speed
development, using materials and processes developed for maintainability. The
first and second stage engines share common heritage technology, and our first
and second stage propellant tanks share common tooling. We design,
manufacture, assemble, and test our own fairings and stages, including tanks,
fluid systems, avionics, and engines.
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Robust schedule reliability and system safety generate fewer launch delays and
therefore meaningful cost-savings. We plan to operate multiple missions in
parallel and can surge on demand to meet deadlines, while autonomous
operations streamline costs and improve safety. New Glenn’s unique
aerodynamic features, high availability during inclement weather, and high-
capacity/redundant ground systems improve accessibility of launch windows.
We understand our system well and require system-wide fault tolerance, as well
as conservative factors of safety. You can rely on New Glenn to operate as
designed.
With New Glenn, we seek to help our customers achieve their spaceflight
objectives, as your success is our primary focus. Your feedback will make New
Glenn more capable and customer-friendly, and together we will make the
benefits of space accessible for everyone.
Gradatim Ferociter!
The Blue Origin Team
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Table of Contents
How to use this Guide..................................................................................... 3
Contact Information....................................................................................... 3
1.1 New Glenn Launch System Description ................................................ 14

1.2 System Characteristics ........................................................................ 16
1.2.1 First Stage ........................................................................................................................... 16
1.2.2 Second Stage ....................................................................................................................... 17
1.2.3 Third Stage........................................................................................................................... 18
1.2.4 Reusability ........................................................................................................................... 18
1.2.5 Single Configuration ............................................................................................................ 19
1.3 Concept of Operations ......................................................................... 19

1.4 Customer Interface ............................................................................. 20
1.5 Standard Launch Services................................................................... 20
1.6 Mission Assurance................................................................................ 21
2.1 Launch Site ......................................................................................... 24

2.2 Mission Profile ..................................................................................... 25
2.3 Initial Operational Capability................................................................ 27
2.4 Full Operational Capability ................................................................... 27
2.4.1 Low Earth Orbit ................................................................................................................... 28
2.4.2 Geostationary Transfer Orbit .............................................................................................. 28
2.5 Dual Manifest Capability ...................................................................... 30
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2.6 Orbital Injection Accuracy .................................................................... 31
2.7 Attitude Control ................................................................................... 31
3.1 Mass Properties................................................................................... 34

3.1.1 Mass Ranges ....................................................................................................................... 34
3.1.2 Payload Center of Gravity .....................................................................................................35
3.1.3 Fundamental Mode Frequencies ..........................................................................................36
3.2 Payload to LV Shock ............................................................................ 36

3.3 Payload Line Loads Peaking ................................................................ 37
3.4 Payload Radiated Emissions................................................................ 37
3.5 Material Selection for Contamination Control ..................................... 38
3.6 Payload Validation and Verification ..................................................... 39
4.1 Pre-launch Environments..................................................................... 41

4.1.1 Acceleration Loads, Ground Processing .............................................................................. 41
4.1.2 Thermal and Air Quality, Ground .......................................................................................... 42
4.1.3 Electromagnetic, Ground .................................................................................................... 44
4.1.4 Contamination Control, Ground ...........................................................................................47
4.2 Launch and Flight Environments ......................................................... 48

4.2.1 Acceleration Loads, Flight .................................................................................................. 48
4.2.2 Thermal, Flight .................................................................................................................... 49
4.2.3 Electromagnetic, Flight ...................................................................................................... 50
4.2.4 Contamination Control, Flight .............................................................................................. 51
4.2.5 Acoustics ............................................................................................................................ 52
4.2.6 Vibration ..............................................................................................................................53
4.2.7 LV to Payload Shock............................................................................................................ 54
4.2.8 Static Pressure ....................................................................................................................55
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5.1 Vehicle Axes Definition ....................................................................... 57
5.2 Fairing ................................................................................................. 57
5.2.1 Payload Volume, Single Manifest .........................................................................................58
5.2.2 Payload Volume, Dual Manifest ............................................................................................ 61
5.2.3 Payload Volume, Multi Manifest and Rideshare ....................................................................63
5.2.4 Accessibility.........................................................................................................................63
5.2.5 Branding and Logo ...............................................................................................................65
5.3 Mechanical Adapters and Separation Systems .................................... 66

5.3.1 Fixed Adapter.......................................................................................................................66
5.3.2 Payload Adapter System ......................................................................................................68
5.4 Dual Manifest Structure....................................................................... 70

5.5 Electrical .............................................................................................. 71
5.5.1 Ground Support Equipment Electrical Interfaces ................................................................72
5.5.2 Ground to Payload Electrical Interfaces............................................................................... 73
5.5.3 Launch Vehicle to Payload Electrical Interfaces ..................................................................74
5.5.4 Payload Video....................................................................................................................... 76
6.1 Overview ............................................................................................. 78

6.2 Interface Control Document ................................................................ 80
6.3 Integration Management ..................................................................... 80
6.4 Mission Integration Process ................................................................ 82
6.4.1 Pre-Shipment Services ....................................................................................................... 82
6.4.2 Post-Shipment Services ......................................................................................................86
6.5 Customer Deliverables ........................................................................ 88

6.6 Safety .................................................................................................. 89
6.6.1 U.S. Government Requirements ...........................................................................................89
6.6.2 Non-U.S. Government Payloads .......................................................................................... 90
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6.6.3 Hazardous Materials and Systems ...................................................................................... 90
6.7 Export Compliance ............................................................................... 91

6.8 Policies................................................................................................. 91
7.1 Typical Launch Timeline ...................................................................... 93

7.2 Pre-Launch Operations ....................................................................... 93
7.2.1 Payload Processing Flow .....................................................................................................93
7.2.2 Encapsulation and Vehicle Integration ............................................................................... 94
7.2.3 Rollout to the Pad.................................................................................................................96
7.2.4 Pad Operations and Countdown ...........................................................................................96
7.3 Launch Windows ................................................................................. 99

7.3.1 Launch Window Determination ............................................................................................99
7.3.2 Recycle Capability .............................................................................................................. 100
7.4 Launch ............................................................................................... 100

7.5 Post-Launch Services ........................................................................ 101
8.1 Manufacturing, Processing, & Launch Site, Florida ............................ 103

8.1.1 Manufacturing Complex and Mission Control Center ......................................................... 104
8.1.2 Payload Processing Facility ............................................................................................... 105
8.1.3 Launch Complex ..................................................................................................................111
8.1.4 Ground Support Equipment................................................................................................. 112
8.1.5 Customer Logistics ............................................................................................................. 113
8.2 Blue Origin Headquarters, Washington ............................................... 114

8.3 Developmental Rocket Launch and Test Site, Texas ........................... 115
8.4 Sales/Government Relations Office, Virginia.......................................115
8.5 Sales Office, Paris, France ..................................................................115
Initial Compatibility Assessment..................................................................121
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List of Figures
Figure 1-1 New Glenn launch system ............................................................................................... 14
Figure 1-2: Blue Engine 4 (BE-4) ..................................................................................................... 15
Figure 1-3: New Glenn two-stage configuration ............................................................................. 17
Figure 1-4: First stage landing and recovery on ocean-going platform .......................................... 19
Figure 2-1: Available azimuths and inclinations from LC-36, Cape Canaveral, FL .......................... 24
Figure 2-2: Typical New Glenn mission profile .............................................................................. 25
Figure 2-3: Example standard GTO second stage injection sequence ........................................... 26
Figure 2-4: Notional GTO mission ground trace............................................................................. 28
Figure 2-5: Notional GTO mission altitude profile .......................................................................... 29
Figure 2-6: Notional GTO mission relative velocity ........................................................................ 29
Figure 3-1: Standard capacity (left) and high capacity (right) configurations .................................35
Figure 3-2: CG and mass properties above adapter interface plane ...............................................36
Figure 3-3: Allowable launch vehicle shock induced by the payload .............................................. 37
Figure 3-4: Payload allowable radiated emissions / New Glenn RF susceptibility ..........................38
Figure 4-1: Encapsulated payload transport in vertical orientation ................................................ 41
Figure 4-2: PLF broadband electrostatic field limits ......................................................................47
Figure 4-3: Design limit loads ........................................................................................................ 49
Figure 4-4: Maximum PLF inner surface temperatures ................................................................. 50
Figure 4-5: New Glenn allowable radiated emissions / payload RF susceptibility .......................... 51
Figure 4-6: PLF sound pressure level .............................................................................................53
Figure 4-7: Lateral and axial sinusoidal vibration .......................................................................... 54
Figure 4-8: Payload shock induced by the launch vehicle ..............................................................55
Figure 5-1: New Glenn reference axes and coordinate system ....................................................... 57
Figure 5-2: Standard capacity standard payload volume ...............................................................59
Figure 5-3: Detail of standard capacity optional volume ............................................................... 60
Figure 5-4: High capacity standard volume .................................................................................... 61
Figure 5-5: Dual manifest standard volume ................................................................................... 62
Figure 5-6: Detail of dual manifest optional volume .......................................................................63
Figure 5-7: Access door and RF window placement areas ............................................................ 64
Figure 5-8: Standard access door or RF window arrangement ..................................................... 64
Figure 5-9: PLF artwork placement area ........................................................................................65
Figure 5-10: Standard capacity fixed adapter and payload adapter system ...................................66
Figure 5-11: Standard capacity 1,575 mm (62 in) bolt circle interface.............................................. 67
Figure 5-12: High capacity 3,170 mm (124.8 in) bolt circle interface ................................................68
Figure 5-13: Example payload adapter system and clamp band elements ......................................69
Figure 5-14: Concept design of the New Glenn dual manifest structure .........................................70
Figure 5-15: New Glenn electrical interfaces and wiring harness connections............................... 71
Figure 5-16: EED circuit firing timing options ................................................................................. 76
Figure 6-1: High level schedule for a 24 month payload integration process .................................. 78
Figure 6-2: Blue Origin customer service organization .................................................................. 81
Figure 7-1: Notional payload arrival to launch timeline ...................................................................93
Figure 7-2: Typical payload encapsulation steps............................................................................95
Figure 7-3: Horizontal integration approach ..................................................................................96
Figure 7-4: New Glenn launch operations timeline ......................................................................... 97
Figure 7-5: New Glenn launch from LC-36 ......................................................................................98
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Figure 7-6: Payload separation ...................................................................................................... 101
Figure 8-1: New Glenn launch site, Florida .................................................................................... 103
Figure 8-2: New Glenn manufacturing complex ........................................................................... 104
Figure 8-3: Mission Control Center customer / VIP accommodations .......................................... 105
Figure 8-4: PPF at Astrotech Space Operations – Building 9 ........................................................ 106
Figure 8-5: PPF ASO Building 1 customer facilities ....................................................................... 108
Figure 8-6: PPF ASO Building 5 customer facilities ...................................................................... 109
Figure 8-7: PPF ASO Building 9 customer facilities ....................................................................... 110
Figure 8-8: LC-36 site layout ......................................................................................................... 112
Figure 8-9: Blue Origin headquarters – Kent, WA........................................................................... 114
Figure 8-10: Developmental rocket launch and test site – Van Horn, TX ........................................ 115
List of Tables
Table 1-1: Two-stage New Glenn system characteristics ............................................................... 18
Table 1-2: Standard launch services .............................................................................................. 20
Table 1-3: Optional launch services ................................................................................................ 21
Table 2-1: Notional mission profile timelines for LEO, GTO.............................................................27
Table 2-2: Separated mass to GTO in dual manifest ...................................................................... 30
Table 2-3: Orbital injection accuracy .............................................................................................. 31
Table 2-4: Attitude control pointing accuracy ............................................................................... 31
Table 2-5: Attitude control rotation capability .............................................................................. 32
Table 3-1: Payload fundamental frequencies ..................................................................................36
Table 3-2: Allowable launch vehicle shock induced by the payload ................................................ 37
Table 3-3: Payload allowable radiated emissions / New Glenn RF susceptibility ............................38
Table 4-1: Maximum ground processing load factors .................................................................... 42
Table 4-2: Standard thermal and air quality environments for spacecraft .................................... 43
Table 4-3: Typical launch range emissions at LC-36 ..................................................................... 44
Table 4-4: PLF broadband electrostatic field limits ...................................................................... 46
Table 4-5: Particulate cleanliness near the payload ...................................................................... 48
Table 4-6: New Glenn allowable radiated emissions / payload RF susceptibility ........................... 50
Table 4-7: PLF sound pressure level.............................................................................................. 52
Table 4-8: Lateral and axial sinusoidal vibration ............................................................................53
Table 4-9: Payload shock induced by the launch vehicle ............................................................... 54
Table 5-1: Standard payload adapter system options .....................................................................68
Table 5-2: Electrical ground support equipment power specifications .........................................72
Table 5-3: Twin-axial cable characteristics ................................................................................... 73
Table 5-4: Electrical interface availability summary ......................................................................74
Table 5-5: EED circuit firing characteristics .................................................................................. 75
Table 6-1: Mission integration milestone reviews ........................................................................... 79
Table 6-2: Blue Origin mission integration engineering documents .............................................. 84
Table 6-3: Blue Origin mission integration analysis services ..........................................................85
Table 6-4: Blue Origin launch campaign support services ..............................................................86
Table 6-5: Customer mission integration milestones and deliverables ......................................... 88
Table 7-1: Launch day timeline of operations ................................................................................. 97
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Table 7-2: Launch window definition process ................................................................................99
Table 8-1: LC-36 infrastructure elements .......................................................................................111
Table 8-2: Airports in the Cape Canaveral area ............................................................................. 113
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INTRODUCTION
1.1 NEW GLENN LAUNCH SYSTEM DESCRIPTION

The New Glenn architecture is a high-performance space launch system
designed to meet requirements for fault tolerance, safety, and reusability – all
consistent with providing a reliable space transportation capability.
Blue Origin has designed New

Glenn from the beginning as a
robust system to launch
customers to low Earth orbit
(LEO), geostationary transfer orbit
(GTO), cislunar space, and beyond.
New Glenn (Figure 1-1) offers a

single two-stage vehicle
configuration for all initial
customer missions, enhancing
reliability and lowering cost. The
first stage booster is designed for
full reusability, and is recovered
downrange on a sea-going landing
platform. The second stage is
expendable. A three-stage
configuration is planned for future
missions, but is not addressed in
this PUG.
The payload fairing (PLF) sits atop

the launch system, protects the Figure 1-1 New Glenn launch system
customer’s payload, and provides
benign spacecraft environments
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before and during flight. The PLF pairs with a fixed adapter and accompanying
industry-standard payload interface for easy interoperability with modern
spacecraft (SC) busses. New Glenn offers a 7 m (23 ft) diameter PLF.
Figure 1-2: Blue Engine 4 (BE-4)
Propulsion technology is foundational to the New Glenn program. New Glenn

benefits from more than a decade of engine and related technology development
at Blue Origin. Beginning with the BE-3, a 490 kN (110,000 lbf) sea level thrust
liquid oxygen/liquid hydrogen (LOX/LH2) engine used to power New Shepard,
Blue Origin has demonstrated reliable, frequent reuse and deep throttling
capability. The BE-3 has amassed significant test heritage totaling over 54,000
seconds of runtime and over 650 starts since development began in 2010.
For New Glenn’s first stage, Blue Origin will use the BE-4, a 2,400 kN (550,000 lbf)
sea level thrust booster engine, pictured in Figure 1-2. The BE-4 uses LOX and
liquefied natural gas (LNG), a commercial form of methane, as an affordable,
clean, and operable propellant combination. Industrial-grade LNG is plentiful and
inexpensive, and its use allows for autogenously pressurized tanks and
elimination of helium as a pressurant.
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New Glenn’s second stage will be powered by a higher performing, vacuum-
optimized variant of the flight-proven BE-3 engine, the BE-3U. Two BE-3U
engines will generate a total of 1,060 kN (240,000 lbf) of vacuum thrust. The BE-
3U uses LOX and LH2 for high efficiency in-space propulsion, enabling highly
energetic performance for missions beyond LEO.
Development testing of both the BE-4 and BE-3U is currently underway at Blue
Origin’s engine test site in West Texas.
New Glenn will operate from a new commercial orbital launch site at Cape
Canaveral Air Force Station (CCAFS), Florida. Florida operations will also include
a complex for launch and mission control, as well as manufacturing and assembly
of the launch vehicle’s (LV) first and second stages, fixed adapter, and PLF. The
facility is situated in Exploration Park, located adjacent to the NASA Kennedy
Space Center (KSC) main entrance.
A future New Glenn launch site for high inclination LEO missions is planned at
Vandenberg Air Force Base.
In addition to launch vehicle manufacturing, Blue Origin and partner facilities will
span pre-launch payload processing and integration, engine testing and
acceptance stands, and first stage recovery and reuse. For more information on
facilities, see Section 8.0: Facilities.
1.2 SYSTEM CHARACTERISTICS

1.2.1 First Stage
The New Glenn primary booster is an operationally reusable first stage with a
length of 57.5 m (188.5 ft) and a tank diameter of 7 m (23 ft). The stage consists of
three (3) sections: aft, mid, and forward, as shown in Figure 1-3.
The aft module of the booster contains seven (7) BE-4 LOX/LNG engines with 1.71
x 104 kN (3,850,000 lbf) total thrust at sea level. The restartable BE-4 engines
provide precision thrust vector control and continuous deep throttle capability
to support propulsive deceleration and landing maneuvers, while featuring long
design life. The 8.5 m (28 ft) diameter engine skirt protects the engines from
atmospheric reentry conditions and contains six (6) stowed landing gear.
The mid module of the booster houses the fuel (LNG) and oxidizer (LOX) tanks.
The tanks are made of orthogrid aluminum and are designed to withstand the
high g-loads realized during reentry. Large aerodynamic strakes on the aft end
of the tanks give the returning first stage enhanced cross-range during descent
and reentry.
The forward module of the booster features four (4) actuated aerodynamic
control fins for attitude control during descent. This section of the booster also
provides ground umbilical connections for New Glenn and interstage housing of
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the two second stage vacuum-optimized BE-3U engines. The forward module
houses various guidance navigation & control avionics, including an autonomous
flight safety system. The pneumatic pusher stage separation system, which
provides positive separation before second stage ignition, is located in the
forward module.
Figure 1-3: New Glenn two-stage configuration
1.2.2 Second Stage
The second stage is an expendable LOX/LH2 stage with dual gimballing BE-3U
engines with 1,060 kN (240,000 lbf) total thrust in vacuum. The stage also has a
tank diameter of 7 m (23 ft) and uses common tooling with the first stage to
reduce recurring cost. The length of the second stage tank is 16.1 m (52.9 ft) and
the overall length including the two high expansion ratio nozzle BE-3Us is 23.4 m
(76.9 ft). Similar to the first stage, the second stage has aft, mid, and
forward sections.
The aft section consists primarily of the two BE-3U engines, associated load
bearing cross-bar thrust structure, and tankage/equipment for long duration
operations. The reaction control system (RCS)/settling system uses tri-axial
thrusters distributed in four places along the thrust structure. The second stage
aft section integrates with the first stage forward section and provides one of
two (2) second stage umbilical interfaces.
The mid-section contains all propellant tankage including a forward LH2 tank
and an aft LOX tank, separated by a common insulated bulkhead. The tank
barrels are orthogrid aluminum construction, and the domes are constructed
from welded aluminum. A single external insulated LH2 supply line passes
around the LOX tank.
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The forward section consists of the LH2 tank forward skirt and a circumferential
avionics shelf integrated with the forward dome. The skirt provides the primary
mechanical interfaces to the payload accommodations, including a jointed
interface between the composite fixed adapter and the PLF.
See Table 1-1 for an overview of the two-stage New Glenn’s key physical system
characteristics.
Table 1-1: Two-stage New Glenn system characteristics
Element First Stage Second Stage

Stage Height 57.5 m (188.5 ft) 23.4 m (76.9 ft)
Vehicle Height, incl. PLF 96 m (313 ft)
Tank Diameter 7 m (23 ft)
Tank Type Aluminum, orthogrid tanks
Aerodynamic Surfaces 4 fins, 2 strakes n/a
Engine BE-4 BE-3U
Engine Type Oxygen-Rich Staged Combustion Open Expander Cycle
Engine Designer Blue Origin
Number of Engines 7 2
Stage Thrust 1.71 x 10 kN (3,850,000 lbf) sea level
4
1,060 kN (240,000 lbf) vac.
Propellants LOX/LNG LOX/LH2
Pressurization Autogenous
Throttleability 45% to 100% continuous 88% to 100% continuous
Restartable Yes 4 burns
1.2.3 Third Stage
Reserved.
1.2.4 Reusability
The reusable component of the New Glenn launch system is its first stage,
including its seven (7) BE-4 engines. After second stage separation, the first
stage booster reorients itself to reenter the atmosphere aft end first. Through a
combination of aerodynamics and propulsive maneuvers, the stage performs a
precision landing on the ocean-going platform in the Atlantic Ocean, as shown in
Figure 1-4.
After recovery at sea, the booster returns to the launch site via Port Canaveral
for inspection and reuse.
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Figure 1-4: First stage landing and recovery on ocean-going platform
1.2.5 Single Configuration
New Glenn uses the same all liquid propellant system configuration to perform a
wide range of highly energetic missions without the need for solid rocket motors
or multiple cores that can impact system reliability. New Glenn is a single core
design and has only three (3) unique separation events for a dedicated mission
(second stage, PLF, and payload) compared with up to ten (10) with other launch
systems. By using a single configuration for all missions and an operationally
reusable first stage, New Glenn will rapidly accumulate flight heritage and
operational economies of scale.
1.3 CONCEPT OF OPERATIONS

Typical New Glenn launch services begin with Launch Services Contract (LSC)
signing approximately 24 months or less before launch, depending on manifest
availability and Blue Origin’s experience with a given payload. A mission
integration period follows LSC signing. As described in Section 6.0: Integration,
mission integration includes mission planning, design, and analysis activities,
before concluding with payload integration and a launch campaign. A typical
month-long campaign allows more than three (3) weeks of independent payload
processing and preparations followed by one (1) week of combined operations
with the payload and launch vehicle. Combined operations include payload
encapsulation, transportation to the launch site, horizontal integration to the
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launch vehicle, and finally, rollout to the launch pad and launch on the same day.
Campaigns longer than 30 days are possible as part of optional launch services.
The New Glenn operating concept is designed to support 12 missions per year
with a single dedicated launch site. To account for seasonal weather variations,
the New Glenn launch system is capable of surging to eight (8) missions within a
four (4) month period and three (3) missions within a single month. This launch
cadence requires only a single launch pad, landing platform, and integrated
transporter erector (TE) with umbilical mast. See Section 7.0: Operations for
more information on New Glenn operations.
1.4 CUSTOMER INTERFACE

Blue Origin strives for responsive customer service with a dedicated commercial
and government sales force and a single point of contact from LSC signature
through delivery in orbit and post launch review.
Blue Origin provides a Customer Integration Director (CID) as the interface to

support the customer’s launch services experience. All communications start
with the CID and follow a well-defined mission integration process, as described
in Section 6.0: Integration.
The CID is responsible for coordination of all elements and deliverables within
the LSC statement of work. The CID works with the Blue Origin team to support
the mission, including launch operations, mission integration, safety and
mission assurance, contracts and legal, and administration.
1.5 STANDARD LAUNCH SERVICES

New Glenn standard launch services include comprehensive engineering,
management, and operational support designed to encompass the customer’s
needs. All standard launch services are detailed in the statement of work (SOW)
provided with the LSC. A representative summary of New Glenn standard launch
services is highlighted in Table 1-2 below.
Table 1-2: Standard launch services
Service Type Standard Launch Service

Schedule, interface control document (ICD) development, U.S.
Customer Integration
government coordination, mission assurance
Interchange meeting, ground operations, mission design,
Technical Reviews
mission readiness
Coupled load, acoustic, dynamic, trajectory, interfaces,
Engineering Analyses
separation, electromagnetic, etc.
Launch Vehicle Hardware & PLF, PLF doors or radio frequency (RF) windows, payload
Flight Software adapter system (PAS), customer branding/logo graphics
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Service Type Standard Launch Service
Launch campaign/event coordination, combined operations
Launch Operations
support, dress rehearsal, etc.
Transportation, ground support equipment, communications,
Support Services
safety, timing, etc.
Payload processing facilities (PPF), offices, equipment
Facilities
storage, etc.
Additional mission-unique hardware, software, technical analysis, operations,

and facilities are available as optional launch services, and are detailed in the
SOW. A representative summary of New Glenn optional launch services is
highlighted in Table 1-3 below.
Table 1-3: Optional launch services
Service Type Optional Launch Service

Customer Integration Non-standard launch windows
Additional meetings or review cycles, enhanced mission
Technical Reviews
assurance
Additional analysis cycles, customer site PAS fit-check and
Engineering Analyses
shock test
Launch Vehicle Hardware & Re-radiation communications, more PLF doors/windows,
Flight Software instrument purges, etc.
Additional rehearsals, enhanced photo/video and customer
Launch Operations
experiences, etc.
Enhanced PPF cleanliness, propellant loading,
Support Services
shipping/packing, etc.
Additional office space, 50 Hz power, long-term equipment
Facilities
storage, etc.
1.6 MISSION ASSURANCE

Blue Origin’s approach to system safety and reliability is embodied in the
company’s mission assurance philosophy, contained in the company’s Mission
Assurance Plan:
The safest and most reliable vehicles are robust, well understood machines
developed in a culture of accountability, discipline, and attention to detail.
This culture of mission assurance increases the probability of safe and

successful operations. Mission assurance is the responsibility of all Blue
Origin employees.
Blue Origin proactively manages safety through safety engineering, hazard

identification/ mitigation, and quality processes. All systems are designed, built,
and operated using system safety analysis methodologies under processes for
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hazard communication, hazardous material handling, personnel safety, and
environmental management. Quality is a core value at Blue Origin. The team
believes that system success is influenced by culture, management decisions,
and the actions of individual technicians and operators. Quality is deeply
embedded in the design, fabrication, testing, and operation processes of all
systems. A commitment to quality processes and procedures drives toward
error-free design products, a known configuration of each flight vehicle, and
defect-free workmanship.
System safety requirements drive the design of Blue Origin’s systems. The most
recognizable types of system safety requirements are reliability and fault
tolerance. System safety requirements also include safety factors,
independence and separation requirements, as well as requirements for
monitoring, procedures, and development software/firmware rigor.
At the most basic level, the New Glenn system is designed for stable and
controlled flight, limiting the flight environments to those acceptable for
spacecraft, while satisfying all launch and recovery regulatory requirements.
Payloads also benefit from key mission critical reliability requirements, such as:
o Single-failure tolerance against faults that would prevent achieving the

desired customer experience, otherwise meeting specified payload
requirements, or recovering reusable system elements without needing
major repair
o Single-sensor loss tolerance during pre-launch preparations for sensors
that would cause a delay of mission
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PERFORMANCE
This section characterizes the performance of the New Glenn reusable launch
vehicle for expected mass to orbit capability. Information is also provided on
injection and pointing accuracy and mass properties requirements.
Note that until the initial New Glenn flight, all predicted vehicle performance and
payload environment data within the Payload User’s Guide (PUG) are design
targets to be validated through the vehicle and engine development program,
and thus are subject to change.
2.1 LAUNCH SITE

The New Glenn orbital launch site at Launch Complex 36 (LC-36) at Cape
Canaveral Air Force Station (CCAFS), is located on the Florida Space Coast at
latitude of 28.5° N.
LC-36 offers:
o A wide range of available launch azimuths and orbital inclinations (see

Figure 2-1)
o Low inclination and corresponding high mass to orbit
o Low flight safety risk requirements
For more detailed information on the orbital launch site, see Section 8.1.3:
Launch Complex.
Figure 2-1: Available azimuths and inclinations from LC-36, Cape Canaveral, FL
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2.2 MISSION PROFILE
Most missions to Low Earth orbit (LEO), geostationary transfer orbit (GTO), and
elsewhere follow similar mission profiles. In the final seconds before liftoff, the
seven (7) BE-4 engines on the first stage ignite in advance of an automated final
go/no-go determination. The engines throttle up to partial thrust, at which point
built-in-test diagnostic software analyzes the performance and health of each
engine. Upon verification of nominal conditions, the flight computer issues a
final “commit to launch” command, which permits full engine throttle. The
transporter erector (TE) tips back out of the flight cone, hold down mechanisms
release, and New Glenn lifts from the launch pad, detaching all launch
vehicle umbilicals.
Following liftoff, the typical New Glenn mission profile is illustrated in Figure 2-2.
Figure 2-2: Typical New Glenn mission profile
For a nominal 250 km perigee altitude GTO mission, the first stage booster
initiates an engine shutdown sequence at a mission elapsed time (MET) of 199
seconds. The command induces the BE-4 main engine cut-off (MECO), and
thrust tails off until second stage separation occurs at MET 202 seconds. The
first stage then reorients for atmospheric reentry, landing, and recovery.
The first burn for the second stage BE-3U engines starts once adequate
distance between the stages is achieved, at approximately MET 206 seconds.
Once passing the desired limit for aerodynamic heat flux to the payload at
approximately MET 216 seconds, the payload fairing (PLF) is jettisoned and the
stage continues to sustain powered flight with the un-encapsulated payload. The
engines burn for 618 seconds before second stage engine cut-off (SECO-1) at
MET 824 seconds. Near perigee, the BE-3U engines relight at approximately MET
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1702 seconds for 99 seconds to initiate a Hohmann transfer along with a minor
inclination change. In the GTO mission example, the vehicle coasts for 180
seconds after SECO-2 before initiating payload separation. See Figure 2-3 below
for an illustration of the standard Blue Origin GTO injection.
Figure 2-3: Example standard GTO second stage injection sequence
Depending on the desired orbital insertion, the duration and quantity of vehicle
coasts and BE-3U re-ignitions vary. The second stage has long duration (11+
hours) coast capability and can start the engines up to four (4) times. During
coast phases, the second stage performs attitude and spin rate adjustment
maneuvers as required to address thermal heating and solar angle criteria,
before releasing the payload for orbit insertion. In elliptical transfer orbit
trajectories, on-board spacecraft propulsion completes orbit-raising and/or
circularization of the spacecraft into the final orbit. In a circular trajectory, the
second stage engines typically start three (3) times, including a circularization
burn at apogee of the transfer orbit prior to payload separation. A fourth burn
may be needed to ensure proper stage disposal, depending on the
orbital parameters.
Telemetry from the launch vehicle is available using space-based

communication networks through all or most phases of ascent, depending on
the mission. Telemetry includes, at a minimum, critical events such as payload
separation, and most events in Table 2-1.
Once the second stage has delivered the payload and executed any necessary
contamination and collision avoidance maneuvers (CCAM), it waits to maneuver
for disposal by reentry. Typically, a retrograde maneuver, such as tank venting or
other propulsive event, is performed a half orbit before the reentry point, which
is selected where altitude is low enough that breakup is over a predictable area
with no safety impacts. Depending on mission parameters, the retrograde
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maneuver takes place anywhere from 27 minutes after MECO for low-altitude
LEO missions to five (5) hours or more after MECO for GTO missions. LEO and GTO
missions follow different mission profiles, which are detailed in Table 2-1 below.
Table 2-1: Notional mission profile timelines for LEO, GTO
Event MET – LEO MET – GTO

Engine ignition -2 s -2 s
Liftoff 0s 0s
MECO 198 s 199 s
Stage separation 201 s 202 s
Second engine start 205 s 206 s
Fairing separation event 215 s 216 s
SECO-1 805 s 824 s
Second engine second start - 1,702 s
SECO-2 - 1,801 s
Payload separation event 985 s 1,981 s
2.3 INITIAL OPERATIONAL CAPABILITY

New Glenn is still in design and development, and initial launches are planned to
carry conservative flight performance reserves for enhanced service reliability
and vehicle recoverability. Blue Origin may model mission performance with off-
nominal engine performance, dry mass allocation exceedances, reduced
maximum reentry environments, and other assumptions that ensure recovery of
the first stage, all of which result in a temporary decrement of mass to orbit.
As vehicle performance is validated through early missions, Blue Origin will

release reserves incrementally until later flights operate at nominal design
points and full New Glenn performance is attained.
Please contact Blue Origin for initial mass to orbit capabilities and to discuss
specific, desired orbital parameters.
2.4 FULL OPERATIONAL CAPABILITY

Performance figures below represent full operational payload capabilities to
generic orbits, and are inclusive of both the separated payload mass and any
payload adapter, dual manifest structure, or dispenser system. All estimates
take into account second stage disposal within 25 years in accordance with
United States space policy and industry best practices.
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2.4.1 Low Earth Orbit
The New Glenn two-stage launch vehicle is specified to ultimately deliver a

payload mass of up to 45,000 kg (99,000 lbm) to LEO with a circular altitude of at
least 200 km and with an inclination of 51.6°.
Please contact Blue Origin for specific performance and capabilities

information.
2.4.2 Geostationary Transfer Orbit
The New Glenn two-stage launch vehicle is specified to deliver a payload mass
of up to 13,600 kg (30,000 lbm) to GTO with an apogee altitude of 35,786 km, a
perigee altitude of at least 185 km, and with an inclination of 27°. An example
standard GTO mission ground trace through payload separation is shown in
Figure 2-4 below.
Figure 2-4: Notional GTO mission ground trace
A standard GTO mission profile showing altitude and relative velocity

corresponding to timelines in Table 2-1 is shown in Figure 2-5 and Figure 2-6
below.
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Figure 2-5: Notional GTO mission altitude profile
Figure 2-6: Notional GTO mission relative velocity
Nominal delta velocity (∆V) remaining to geosynchronous equatorial orbit (GEO)

or geostationary orbit via standard Hohmann GTO transfer when launched from
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LC-36 to 27° is approximately 1,800 m/s (5,905 ft/s). Depending on the mass of
the payload as well as requirements for apogee and perigee, alternate insertion
strategies such as supersynchronous or subsynchronous transfer may be
selected to maximize the payload mass or lifetime and minimize ∆V remaining to
GEO. Please contact Blue Origin for specific performance and capabilities
information.
2.5 DUAL MANIFEST CAPABILITY

As part of Blue Origin’s strategy to enhance the long-term economics of
spaceflight, New Glenn will be able to carry any combination of two (or more)
payloads on a single launch to a common orbital destination, thereby reducing
the per spacecraft cost to orbit, particularly for large spacecraft masses. The
approach uses a lightweight carrying structure internal to the PLF (as described
in Section 5.4: Dual Manifest Structure) designed to envelope a lower position or
“berth” payload and support an additional upper berth payload, either with a mass
of up to 10,000 kg (22,000 lbm). Each payload berth meets the same
environmental and interface requirements as a standard capacity single
manifest launch. In addition, with a 7 m fairing, most spacecraft will be
interchangeable between berths, simplifying co-passenger manifesting.
Accounting for the mass of the dual manifest structure, payload pairing
combinations to a standard GTO with a perigee of 250 km and inclination of 27°
exist on a spectrum of acceptable masses, as per Section 3.1.1: Mass Ranges and
as shown in Table 2-2 below. The target mass is up to 6,200 kg (13,680 lbm) per
payload to enable the greatest flexibility in pairing with other small, medium, or
large-sized payloads. A large 9,000 kg (19,800 lbm) spacecraft can still be
launched in dual manifest, however it requires pairing with a smaller co-
passenger to ensure compatibility with overall vehicle performance.
Table 2-2: Separated mass to GTO in dual manifest
Lower Berth Payload Upper Berth Payload

Pairing Scenario
kg (lbm) kg (lbm)
Typical GTO 6,200 (13,680) 6,200 (13,680)
Min-Max GTO 2,270 (5,000) 10,000 (22,000)
Max-Min GTO 10,000 (22,000) 2,270 (5,000)
Exact New Glenn performance will depend on the desired orbital parameters,
particularly if pairing payloads in very different orbits (e.g., LEO and GTO, or GTO
and TLI). Blue Origin expects to begin offering dual manifest capability shortly
after the initial missions of New Glenn. Please contact Blue Origin for more
information on availability of dual manifest, or for performance in dual manifest
to other orbital destinations.
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2.6 ORBITAL INJECTION ACCURACY
Blue Origin is designing New Glenn to achieve orbital insertion accuracies as
shown in Table 2-3 below.
Table 2-3: Orbital injection accuracy
Apogee Perigee Arg. of Perigee

Orbit Inclination RAAN Accuracy
Altitude Altitude Accuracy
≥ 200 km ≥ 200 km 28 – 51.6°
LEO (circular) ± 0.1° 3σ
± 15 km 3σ ± 7.4 km 3σ ± 0.12° 3σ
35,786 km ≥ 185 km ≤ 27°
GTO ± 0.3° 3σ ± 0.4° 3σ
± 200 km 3σ ± 7.4 km 3σ ± 0.05° 3σ
2.7 ATTITUDE CONTROL

New Glenn has full 3-axis pointing and rotation capability during the payload
separation phase of a mission, and can separate payloads with or without spin
according to customer requirements. Launch vehicle axes are defined in Section
5.1: Vehicle Axes Definition.
The launch vehicle is capable of orienting relative to a variety of reference

frames, including the following payload attitude reference frames:
o Earth centered inertial

o Earth centered, Earth fixed
o Local vertical, local horizontal
The upper stage coasts between maneuvers for a nominal duration between 18
minutes and 5.25 hours using the standard configuration of batteries and
thermal protection. Depending on the mission profile, mission kits can augment
power, reaction control, thermal, and radiation protection systems to extend
coast durations to 11 hours or longer, with associated impacts to payload mass.
Shorter coasts can also be designed on a mission-unique basis. To
accommodate payload illumination and thermal requirements during coast
periods, New Glenn is capable of accurately orienting the launch vehicle roll axis
(X-axis) in any selected direction and rotating about it at a selected spin rate up
to 3.0°/s in either direction, as described in Table 2-4 and
Table 2-5 below.
Table 2-4: Attitude control pointing accuracy
Parameter Coast Phase Separation Phase

X-Axis (Spin/Roll) Pointing Accuracy ± 5° ± 1° 3σ
Y and Z Axes (Pitch/Yaw) Pointing Accuracy Not specified ± 1° 3σ
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Table 2-5: Attitude control rotation capability
Parameter Coast Phase Separation Phase

X-Axis Rotation (Spin/Roll Rate) Up to 3.0°/s Up to 2.5°/s
Y and Z Axes Rotation (Pitch/Yaw Rate) Not specified Up to 2.5°/s
X-Axis Rotation Accuracy (Spin-stabilized Roll Rate
± 0.5°/s ± 0.3°/s 3σ*
Error)
Y and Z Axes Rotation Accuracy (Spin-stabilized
Not specified ± 0.3°/s 3σ*
Pitch/Yaw Rate Error)
X-Axis Rotation Accuracy (3-axis Stabilized Roll
Not specified ± 0.25°/s 3σ
Rotation Rate Error)
Y and Z Axes Rotation Accuracy (3-axis Stabilized
Not specified ± 0.1°/s 3σ
Pitch/Yaw Rotation Rate Error)
*For a maximum 127 mm (5 inch) payload lateral center of gravity (CG) offset aligned with any
selected direction in the payload body frame and any selected direction in the separation
attitude reference frame
The upper stage can separate payloads in any selected attitude to within 1° per
axis. Separation occurs either while 3-axis stabilized or with a selected spin rate
up to 2.5°/s about the launch vehicle spin axis. Rotation accuracies for spin-
stabilized or 3-axis stabilized separations are described in Table 2-5. The
separation spin rate may be aligned with any selected direction in the launch
vehicle body frame and any selected direction in the payload’s desired attitude
reference frame.
Separation attitude accuracy varies with the selected separation system, or

payload adapter system (PAS). Table 2-4 and Table 2-5 above summarize
expected performance with a range of standard commercial off-the-shelf
(COTS) PAS. Specifications for Blue Origin-provided PAS are described in Section
5.3.2: Payload Adapter System.
Payload velocity at separation is dependent on the design and calibration of the

separation system’s release mechanism (e.g., separation springs). The standard
COTS PAS imparts a minimum ∆V of 0.3 m/s (1 ft/s) to the payload relative to the
upper stage upon separation.
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REQUIREMENTS
Blue Origin’s customers and spacecraft manufacturer partners should plan to
meet the following spacecraft design requirements to ensure full compatibility
with New Glenn. Formal compatibility agreements are in development with all
major manufacturers to identify areas where mission-unique adaptations or
waivers may be required on the most popular spacecraft platforms and buses.
This section does not cover requirements related to multi-spacecraft dispenser

systems, or any other customer-furnished mission-unique hardware.
3.1 MASS PROPERTIES

3.1.1 Mass Ranges
New Glenn has two (2) baseline launch vehicle fixed adapter configurations, each
of which results in a different amount of mass to orbit: a 1,575 mm (62 in)
standard capacity bolt pattern, which is compatible with the most popular
commercial-off-the-shelf (COTS) separation systems, and a larger 3,169.9 mm
(124.8 in) high capacity bolt pattern with increased mass and moment capability.
The standard capacity configuration uses and includes a standard COTS clamp
band payload adapter system (PAS) that is capable of handling payloads up to
10,000 kg (22,000 lbm). The high capacity configuration is used for payloads up
to 37,200 kg (82,000 lbm), and provides only a launch vehicle structural interface
for purposes of handling large customer-provided and/or mission-unique
separation systems or dispensers. The high capacity configuration does not
include a PAS or other separation system as part of standard launch services. A
newly-developed COTS clamp band PAS designed for the high capacity
configuration is expected to be available and flight-qualified in time for the first
flight of New Glenn.
With either fixed adapter configuration, the minimum single manifest payload
mass is 2,300 kg (5,000 lbm). The maximum single manifest payload mass
(beyond the high capacity configuration) is determined by the maximum
performance of the launch vehicle and the final desired orbital parameters, as
per Section 2.4: Full Operational Capability.
Both fixed adapter configurations are shown in Figure 3-1 below, and more fully
described in Section 5.3: Mechanical Adapters and Separation Systems. For
other mission requirements not met by these two configurations, such as ultra-
high capacity, multi-payload dispensing systems, or rideshare/auxiliary payload
adapters, please contact Blue Origin for more information.
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Figure 3-1: Standard capacity (left) and high capacity (right) configurations
3.1.2 Payload Center of Gravity
New Glenn’s fixed adapters can support a combined payload and PAS that has a
center of gravity (CG) above the adapter interface plane (AIP), (also known as the
standard interface plane (SIP)), up to the axial distances in Figure 3-2 below. The
fixed adapter also supports statically unbalanced payloads in single and dual
manifest with a CG located up to 203.2 mm (8 in) laterally from the launch vehicle
centerline. In the case of a dual manifest mission, the standard capacity curve
applies to each AIP.
Note that the AIP forms the launch vehicle to PAS aft interface, which differs
from the customer-selected PAS forward to spacecraft interface, called
spacecraft interface plane (SCIP). Specifications for Blue Origin-provided PAS
are described in Section 5.3.2: Payload Adapter System.
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Figure 3-2: CG and mass properties above adapter interface plane
3.1.3 Fundamental Mode Frequencies
The payload’s first and second structural bending modes must not be below the
values listed in Table 3-1 to avoid adverse load coupling during standard flight
assessments. Lower structural bending modes may be possible under certain
circumstances, requiring more detailed analysis; please contact Blue Origin for
more information.
Table 3-1: Payload fundamental frequencies
Lateral structural mode (Hz) Axial structural mode (Hz)

≥6 ≥ 15
A coupled loads analysis (CLA) of the payload stack conducted during the mission
integration phase will provide more accurate characterization of the actual
primary and secondary payload structural bending modes. A CLA will also
produce specific predictions for structural load factors, bending moments and
accelerations as inputs to customer design processes (See Section 6.4: Mission
Integration Process for more information).
3.2 PAYLOAD TO LV SHOCK

In the event that the customer requires a mission-unique separation system, the
acceptable payload-induced launch vehicle shock at the AIP interface with the
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PAS must be limited to the accelerations shown in Table 3-2 and Figure 3-3 with
95% probability at 50% confidence and measured within 51 mm (2 in) of the AIP.
Using a COTS PAS provided as a standard launch service and described in
Section 5.3.2: Payload Adapter System satisfies this requirement.
Table 3-2: Allowable launch vehicle shock induced by the payload
Frequency (Hz) Shock Response (G-Peak)

100 85
240 260
400 500
1400 5000
10000 5000
Figure 3-3: Allowable launch vehicle shock induced by the payload
3.3 PAYLOAD LINE LOADS PEAKING

Reserved.
3.4 PAYLOAD RADIATED EMISSIONS

Payloads must limit their electromagnetic (EM) emissions as measured at the AIP
(free space radiating conditions) to no greater than the levels shown Table 3-3
and Figure 3-4 to avoid interference with launch vehicle radio frequency (RF)
communication systems. This flight RF configuration must be maintained
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between 90 minutes before launch until 20 seconds after separation of the
payload is confirmed.
Table 3-3: Payload allowable radiated emissions / New Glenn RF susceptibility
Frequency Range (MHz) E-field limit (dBµV/m) System

All Emissions 160
< 1000 114
1127 – 1327 46 GPS
1475 – 1675 46 GPS
400 – 470 75
New Glenn
2025 – 2110 75
communications
2200 – 2300 130
Figure 3-4: Payload allowable radiated emissions / New Glenn RF susceptibility
3.5 MATERIAL SELECTION FOR CONTAMINATION CONTROL

To minimize outgassing of non-metallic spacecraft materials, all payloads must
meet these requirements when exposed to thermal vacuum:
o Less than 1% total mass loss (TML)

o Less than 0.1% collected volatile condensable material (CVCM)
Similarly, the payload volume environment contamination is limited to the same

targets for TML and CVCM (see Section 4.2.4: Contamination Control, Flight).
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Contamination levels are verified by analysis according to ASTM E595-15
Standard Test Method for Total Mass Loss and Collected Volatile Condensable
Materials from Outgassing in a Vacuum Environment.
3.6 PAYLOAD VALIDATION AND VERIFICATION

As part of the mission integration process, the customer must present a
validation and verification (V&V) plan that summarizes the approach to ensuring
mechanical, electrical, and environmental compatibility. These efforts include
analysis with appropriate design margins, qualification testing, protoflight
testing, and acceptance testing. The customer must then demonstrate by
inspection, analysis, and/or detailed qualification and acceptance test data that
the payload and its ground systems are compatible with the expected flight and
ground environments, as well as interfacing with the launch vehicle mechanical
and electrical systems.
Payloads are most commonly tested to acceptance, protoqualification, and/or

qualification limit levels for sine vibration, design loads, and shock. The
customer may substitute random vibration testing for acoustic testing under
certain circumstances. Blue Origin recommends customers also perform
thermal cycling and thermal vacuum testing, as well as pressure venting
analyses. The customer may elect to fly protoqualification units, to conduct
qualification and acceptance testing on representative models, or a mixture of
both approaches.
As part of standard launch services for the customer, Blue Origin provides an RF
and electromagnetic compatibility assessment, as well as a pre-arrival PAS
mechanical fit check analysis, including electrical connector compatibility. Upon
payload arrival, Blue Origin also supports a brief PAS mechanical/electrical fit-
check test. As part of optional launch services, the customer may request a
physical hardware fit check at the customer’s site.
During the formal reviews described in Section 6.4: Mission Integration Process,
the proposed V&V approach and results must be approved. Blue Origin reserves
the right to request more insight into testing and analysis processes, or to
require more rigorous validation to ensure alignment with expected
environments and interfaces.
Details and requirements may vary based on the level of acceptable risk to the
payload. Please contact Blue Origin for more information on possible
V&V approaches.
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ENVIRONMENTS
This section details the conditions that customer payloads may experience
before, during, and after launch, based upon current launch system
requirements and design analysis results.
The payload fairing (PLF) has several environmental control systems to protect
payloads prior to launch and during ascent. These environmental subsystems
include thermal protection, pressure venting, acoustic damping, and pre-launch
environmental conditioning.
Note that unless otherwise specified, all environmental requirements and

performance data reflect conditions at the adapter interface plane (AIP).
4.1 PRE-LAUNCH ENVIRONMENTS

4.1.1 Acceleration Loads, Ground Processing
The payload experiences accelerations while in transport between arrival and

the payload processing facility (PPF), during combined operations processing at
the PPF, during vertically-oriented transport between the PPF and the
integration facility (IF) as shown in Figure 4-1, during horizontal breakover and
mating to the launch vehicle in the IF, during rollout to the pad aboard the
transporter erector (TE) (see Section 7.2: Pre-Launch Operations for more
information), and during upending of the TE to vertical orientation at the pad.
Figure 4-1: Encapsulated payload transport in vertical orientation
The maximum transportation and assembly loads on the payload will be limited
to less than or equal to the levels in Table 4-1 below from payload encapsulation
until liftoff, and will be further enveloped by flight environments.
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Table 4-1: Maximum ground processing load factors
Transportation Mode Vertical (± g) Axial (± g) Lateral (± g)

Hoist (w/crane, upward movement) 0.3 0.1 0.1
Crane Traverse (side to side) 0.2 0.2 0.2
Vertical Mating (stationary) 0.5 0.5 0.5
Rolling Cart (moving) 0.5 0.3 0.3
Air Pad (moving) 0.5 0.15 0.15
Transportation from PPF to IF in Vertical
0.5 0.25 0.25
Orientation
TE transportation in horizontal orientation 0.5 0.5 0.5
0.5 in 0.5 in 0.5 in
Erecting, Rotation on TE (tilt 0° to 90°) direction of direction of direction of
travel travel travel
Notes:
Vertical is in the direction of gravity, with positive down
Axial is in the direction of travel, if moving
Lateral is perpendicular to direction of travel, if moving, or otherwise perpendicular to vertical
All loads are limit loads without safety factors applied
Gravity is not included in load limits in this table
Erection and rotation on the TE occurs at 0.5°/s or less
Please contact Blue Origin for more information on specific transportation

loading cases.
4.1.2 Thermal and Air Quality, Ground
The Blue Origin operations team controls the pre-launch thermal and air quality
environments during all pre-launch operations and payload processing,
beginning with the spacecraft arrival at the PPF. The PPF is maintained at
consistent temperature, humidity and cleanliness standards as described in
Table 4-2 below. Enhanced, mission-unique control of temperature, humidity
and ECS cleanliness environments, such as those necessary for sensitive
pyrotechnic operations, are possible for certain phases of payload processing
operations as part of optional launch services. Please contact Blue Origin for
more detailed PPF capability information.
To maintain the required thermal, humidity and cleanliness levels after

encapsulation and PPF departure, a portable environmental control system
(ECS) is connected to a port in the fairing. The port and related diffuser are
arranged so that the airflow evenly distributes throughout the volume prior to
exiting the PLF vent, and localized high velocity airflow is not detrimental to the
payload. Airflow rate will be selectable such that the maximum conditioned air
impingement velocity will be limited to between 3 m/s (10 ft/s) and 9.8 m/s (32
ft/s), although velocities outside this range may exist within the PLF volume.
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The portable ECS provides Class 5,000 (ISO 6.7) cleanliness air to the payload
volume, and is capable of controlling the flow of conditioned gas such that the
desired internal temperature and flow impingement velocities are maintained.
More volume and instrument purge capability with nitrogen gas of MIL-PRF-
27401, Type 1, Grade B purity is available as part of optional launch services.
Within the controlled environments at the PPF, the payload's air temperature
environment is maintained between 18 – 24 °C (65 – 75 °F) with supply air held to
within 3 °C (5 °F) of a selected set-point. After encapsulation, the payload volume
is maintained at less than 50% relative humidity, assuming the payload
generates less than 2.95 kW (2.8 BTU/s) of heat.
While in transport between the PPF and the IF, local outdoor temperatures
permit maintenance of the payload's air temperature environment between 10 –
29 °C (50 – 85 °F) with supply air held to within 3 °C (5 °F) of a selected set-point.
The payload volume maintains less than 50% relative humidity, assuming the
payload generates less than 2.95 kW (2.8 BTU/s) of heat. For special humidity-
sensitive operations (e.g., pyrotechnic tasks) between encapsulation and mating
to the launch vehicle, the relative humidity and temperature of the encapsulated
volume can be maintained between 25% – 50% and between 10 – 21 °C (50 – 70
°F) respectively, as part of optional launch services.
Following mate of the encapsulated payload to the launch vehicle until liftoff,
including during rollout to the pad, the payload's air temperature environment is
maintained between 7 – 29 °C (45 – 85 °F) with supply air held to within 3 °C (5 °F)
of a selected set-point. The payload volume maintains less than 50% relative
humidity, assuming the payload generates less than 2.95 kW (2.8 BTU/s) of heat.
For special humidity-sensitive operations (e.g., pyrotechnic tasks) between
mating to the launch vehicle and liftoff, the relative humidity and temperature of
the encapsulated volume can be maintained between 25% – 50% and between 7
– 21 °C (45 – 70 °F) respectively, as part of optional launch services.
Pre-launch thermal and air quality environments are summarized in Table 4-2.
Table 4-2: Standard thermal and air quality environments for spacecraft
Relative ECS
Condition Temperature Assumptions
Humidity Cleanliness
Un-encapsulated 18 – 24 °C 100,000
50% ± 10% n/a
processing in PPF 65 – 75 °F ISO 8
Encapsulated processing 18 – 24 °C 5,000 Payload adds
≤ 50%
in PPF 65 – 75 °F ISO 6.7 < 2.8 BTU/s
Encapsulated transport 10 – 29 °C 5,000 Payload adds
≤ 50%
from PPF to IF 50 – 85 °F ISO 6.7 < 2.8 BTU/s
Encapsulated mating and 10 – 29 °C 5,000 Payload adds
≤ 50%
integration in IF 50 – 85 °F ISO 6.7 < 2.8 BTU/s
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Relative ECS
Condition Temperature Assumptions
Humidity Cleanliness
Encapsulated during 7 – 29 °C 5,000 Payload adds
≤ 50%
rollout and at launch pad 45 – 85 °F ISO 6.7 < 2.8 BTU/s
4.1.3 Electromagnetic, Ground
Payloads experience a variety of electromagnetic (EM) fields generated by both

the launch system and ambient launch range environment, which may cause
potential interference with sensitive payload elements or materials. Blue Origin
performs a launch vehicle electromagnetic compatibility assessment based on
the payload’s radiated emissions and New Glenn susceptibility as part of
standard launch services. The customer is encouraged to perform their own
compatibility testing to ensure operability within these radiated environments.
For pre-launch and flight launch system radiated emissions and susceptibility,
see Section 4.2.3: Electromagnetic.
4.1.3.1 Launch Range Radiated Emissions
The ambient EM environment is typically dominated by local ground

communication and transmission at Cape Canaveral Air Force Station (CCAFS)
near Launch Complex 36 (LC-36). The information listed in Table 4-3 below is
based on data from recent surveys of the CCAFS radio frequency (RF)
environment. The payload must tolerate the conditions in Table 4-3, as Blue
Origin is not able to limit or mitigate these emissions, which are subject to
change.
Table 4-3: Typical launch range emissions at LC-36
Launch Complex 36A – Cape Canaveral Air Force Station

Latitude: 28.4714º N Longitude: 80.5377º W
Field Intensity (V/m)
Emitter Peak Average Authorized Frequency (MHz) Range (km)
Emitter 1 117.8 4.7 5650 to 5850 27.9
Emitter 2 150.9 3.8 5650 to 5850 4.0
Emitter 3 32.7 2.3 5650 to 5850 13.4
Emitter 4 153.6 6.1 5650 to 5850 13.4
Emitter 5 16.7 0.7 5650 to 5850 170.9
Emitter 6 5.8 0.2 9410 ± 30 5.7
Emitter 7 2.4 0.1 9410 ± 30 13.8
Emitter 8 2.0 0.0 9410 16.6
Emitter 9 0.9 0.3 2700 to 2900 48.7
Emitter 10 0.1 0.0 1030 to 1090 48.7
Emitter 11 1.5 0.3 1244.06 & 1326.92 50.0
Emitter 12 0.9 0.3 2750.5 & 2790 42.0
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Launch Complex 36A – Cape Canaveral Air Force Station
Latitude: 28.4714º N Longitude: 80.5377º W
Emitter 13 0.1 0.0 1030 to 1090 42.0
Emitter 14 3.9 0.1 2700 to 2900 75.5
Emitter 15 16.2 1.3 2865 41.4
Emitter 16 10.5 0.6 5625 41.4
Emitter 17 4.3 0.1 5500 to 5600 84.4
Emitter 18 14.9 1.5 5400 to 5700 56.2
Emitter 19 16.5 1.6 5400 to 5700 30.1
Emitter 20 15.5 1.6 5470 to 5600 54.0
Emitter 21 9.8 1.0 5600 to 5650 78.4
Emitter 22 6.5 6.5 1783.74 3.7
Emitter 23 0.2 0.2 2025 to 2110 22.3
Emitter 24 0.2 0.2 2025 to 2110 9.5
Emitter 25 0.4 0.4 2025 to 2110 9.5
Emitter 26 0.1 0.1 8250-8750 10.4
Emitter 27 0.2 0.2 2025 to 2120 12.9
Emitter 28 1.2 1.2 421 to 430 6.9
Emitter 29 5.0 0.1 9380-9440 9.3
Emitter 30 3.3 0.1 3040-3060 9.3
Emitter 31 5.0 0.2 9410 ± 21.5 8.5
Emitter 32 0.0 0.0 17100 to 17300 10.4
Emitter 33 81.2 3.2 5650 to 5850 27.9
Emitter 34 118.2 7.5 5400 to 5900 39.1
Emitter 35 1.1 1.1 10490 39.1
Emitter 36 8.1 8.1 10499 5.4
Emitter 37 0.7 0.0 9380 to 9440 17.8
Emitter 38 0.1 0.1 1763.721 - 1839.795 4.1
Emitter 39 0.1 0.1 5690 4.1
Emitter 40 0.6 0.0 9380 to 9440 16.3
4.1.3.2 Lightning
Blue Origin’s PPF, manufacturing facilities, and the launch pad at LC-36 feature
lightning protection systems. The PPF and manufacturing facilities incorporate
rooftop lightning rods and grounded lightning protection cables. The LC-36
lightning protection system includes multiple fixed towers supporting catenary
wires arranged to intercept cloud-to-ground lightning and prevent direct strikes
to the launch vehicle or payload. The Cape Aural Warning System further
provides warning of lightning strike risk with enough lead time to safe all
necessary equipment in each location.
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For more information on induced electric fields due to lightning strikes, please
contact Blue Origin.
4.1.3.3 Electrostatic Fields
The New Glenn PLF is designed to prevent electrostatic discharge to any part of
a payload’s surface, provided the payload remains within the PLF dynamic
envelope, defined in Section 5.2: Fairing. The maximum broadband electric
fields 1 cm (0.394 in) from the PLF inner surface are limited to the levels in Table
4-4 and Figure 4-2 below.
Table 4-4: PLF broadband electrostatic field limits
Frequency (MHz) E-field (dBµV/m/MHz)

0.01 163
0.05 147
0.1 135
0.5 93
1.0 84
5.0 70
10.0 64
50.0 50
100.0 43
500.0 7
1000.0 -3
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Figure 4-2: PLF broadband electrostatic field limits
4.1.3.4 Electromagnetic Interference Safety Margin
The New Glenn system is designed to mask or attenuate RF sources as required

to maintain an electromagnetic interference safety margin (EMISM) of at least 20
dB for launch vehicle ordnance circuits and at least 6 dB for other non-ordnance
sensitive launch vehicle circuits.
4.1.4 Contamination Control, Ground
During the pre-launch period, the customer has access to the Blue Origin
partner’s PPF facilities as part of standard launch services. These facilities
provide Class 100,000 (ISO Class 8) processing bays and encapsulation bays,
using high efficiency particulate air (HEPA) filters with 4-6 air changes per hour.
As part of optional launch services, Class 10,000 (ISO Class 7) cleanliness is
available on as-needed basis through stricter filtration, customer operations,
and garment protocols. The PPF also limits organic contamination exceeding 0.5
mg/m2/week (0.046 mg/ft2/week) prior to encapsulation. For more information
on PPF capabilities, see Section 8.1.2: Payload Processing Facility.
Following encapsulation, the operations teams maintain supply air cleanliness to

the encapsulated payload volume to Class 5,000 (ISO Class 6.7) standards during
all pre-launch operations, including during transportation from PPF to the IF,
within the IF for integration with the launch vehicle, during rollout, and at the
launch pad.
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The PLF is manufactured and cleaned to maintain Nonvolatile Residue (NVR)
before encapsulation in the PPF to less than 1 mg / 0.1 m2 (1 mg/ft2). Particulate
contamination of surfaces in the vicinity of the payload are maintained below the
limits described in Table 4-5.
Table 4-5: Particulate cleanliness near the payload
Particle Size Particle Count

µm (inches) per 0.1 m2 (ft2)
50 (0.002) 12,800 (11,800)
100 (0.004) 1,190 (1,090)
250 (0.01) 28.1 (26.3)
500 (0.02) 1.08 (1)
750 (0.03) 0 (0)
Blue Origin provides additional support equipment to maintain the cleanliness

specified herein when accessing the encapsulated payload. All Blue Origin
ground support equipment (GSE) used within the PLF will be cleaned to the same
standards before use.
4.2 LAUNCH AND FLIGHT ENVIRONMENTS

4.2.1 Acceleration Loads, Flight
During a nominal flight profile, payloads experience axial and lateral acceleration
resulting from winds, liftoff, ascent max aerodynamic flight events, maximum
axial G forces, second stage ignition, steady burn, and shutdown. Conservative
limits to loads are shown in Figure 4-3 below for use in initial design of payload
structural elements. Positive axial acceleration values indicate compression,
whereas negative axial acceleration values indicate tension. BE-4 and BE-3U
engine throttling capability enables New Glenn to maintain accelerations within
these limits:
o X-axis (axial) loads on the payload to between -2 g and 6 g.

o Y,Z-axis (lateral) loads on the payload to less than 2 g, to less than 0.6 g
when axial loads are below -1 g, and to less than 0.5 g when axial loads are
over 3.3 g.
At present, no distinction is made between design load factors based on payload

mass. For either light payloads (less than 3,000 kg or 6,600 lbm) or heavy
payloads (more than 8,000 kg or 17,600 lbm), customers should rely on a coupled
loads analysis (CLA) for more accurate characterization of the mechanical
environment. The CLA of the payload conducted during the mission integration
phase will produce specific predictions for structural load factors, bending
moments and accelerations as inputs to the customer’s design processes.
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Figure 4-3: Design limit loads
4.2.2 Thermal, Flight
The PLF thermal protection system is insulation designed to minimize the heat
load imparted to the fairing structure and the payload. The PLF inner wall peak
radiated (encapsulated) heat flux density is predicted to be less than 1,000 W/m2
(317 BTU/ft2 hr). Heat flux density as low as 600 W/m2 (190 BTU/ft2 hr) may be
possible as part of optional launch services; please contact Blue Origin for
more information.
Standard timing of the fairing separation allows 3-sigma maximum free

molecular (un-encapsulated) heat flux density on the payload to be no greater
than 1,009 W/m2 (320 BTU /ft2 hr). The total absorbed energy during ascent is less
than or equal to the maximum total integrated energy indicated by the
temperature profile shown in Figure 4-4.
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Figure 4-4: Maximum PLF inner surface temperatures
4.2.3 Electromagnetic, Flight
The launch system generates a variety of EM fields both before and during flight,
which may cause potential interference with sensitive payload elements or
materials. Blue Origin performs a launch vehicle electromagnetic compatibility
assessment based on the payload’s radiated emissions and New Glenn
susceptibility as part of standard launch services. The customer is encouraged
to perform their own compatibility testing to ensure operability within the
following radiated environments.
The New Glenn launch system limits its spurious and intentional EM emissions at
the AIP (free space radiating conditions), as per Section 5.2.1: Payload Volume,
to the levels shown in Table 4-6 and Figure 4-5 below.
Table 4-6: New Glenn allowable radiated emissions / payload RF susceptibility
Frequency Range (MHz) E-field Limit (dBµV/m) Source

All Emissions 100
400 – 470 New Glenn
145
2200 – 2300 communications
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Figure 4-5: New Glenn allowable radiated emissions / payload RF susceptibility
In a dual manifest mission, it will also be necessary for each payload to establish
RF compatibility with one another. One method to minimize risk is to permit
payload RF susceptibility greater or equal to 160 dBμV/m at frequencies greater
than 1,000 MHz, apart from the payload receiver frequencies bands.
4.2.4 Contamination Control, Flight
Blue Origin has selected specific non-metallic materials to minimize outgassing

of New Glenn’s payload accommodations to satisfy these requirements when
exposed to thermal vacuum:
o Less than 1% total mass loss (TML)

o Less than 0.1% collected volatile condensable material (CVCM)
Similarly, the payload itself is limited to the same targets for TML and CVCM (see
Section 3.5: Material Selection for Contamination Control). Contamination levels
are verified by analysis according to ASTM E595-15 Standard Test Method for Total
Mass Loss and Collected Volatile Condensable Materials from Outgassing in a
Vacuum Environment.
Between encapsulation at the PPF and payload separation for most missions,
the New Glenn system limits particulate contamination of the payload such that
it obscures less than 1% of payload surfaces and minimizes molecular
contamination of the payload to deposition of less than 150 angstroms.
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4.2.5 Acoustics
The PLF uses several acoustic protection systems to reduce internal noise to an
acceptable level during launch, and may be configurable depending on specific
payload requirements. The acoustic pressure space-averaged over the volume
inside the fairing has been baselined to envelope the acoustic requirements of
most spacecraft manufacturers. Acoustic pressure is not to exceed the levels
given in Table 4-7 and Figure 4-6 with 95% probability with 50% confidence
(P95/50) for a 60% payload fill factor from liftoff through payload separation. For
more information on lower frequency sound pressure levels, please contact
Blue Origin.
Table 4-7: PLF sound pressure level
1/3 Octave Band Full Octave Band

Center Pressure Pressure
Frequency (Hz)
(dB WRT µPa) (dB WRT µPa)
100 130 -
125 131 135.5
160 131 -
200 131 -
250 130 134.6
315 128 -
400 126 -
500 124 129.1
630 122 -
800 119.5 -
1,000 117.8 122.9
1,250 116.4 -
1,600 114.5 -
2,000 112.5 117.7
2,500 111 -
3,150 109 -
4,000 108 112.8
5,000 107 -
6,300 106 -
8,000 104 109.1
10,000 102 -
OASPL 139.9 139.9
Note: Assumes 60% fill factor
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Figure 4-6: PLF sound pressure level
4.2.6 Vibration
Low to mid-frequency sine vibration is highest in response to discrete events

such as liftoff, wind gusts, main engine cut-off (MECO), PLF jettison, and second
stage engine start and cut off. Maximum predicted lateral and axial sinusoidal
vibration at the interface with the payload adapter throughout all flight phases is
shown in Table 4-8 and Figure 4-7. Mission-specific vibration levels are
confirmed by CLA after receipt of the payload’s exact structural and
mass properties.
Table 4-8: Lateral and axial sinusoidal vibration
Frequency Range (Hz) Lateral Acceleration (g) Axial Acceleration (g)

2 – 25 0.8 1
25 – 50 0.6 1
50 – 100 0.6 0.8
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Figure 4-7: Lateral and axial sinusoidal vibration
4.2.7 LV to Payload Shock
Shock loads are mainly caused by three (3) significant events: second stage
separation, PLF jettison, and payload separation. The shock from payload
separation, which is largely determined by the mission-unique payload adapter
system (PAS) chosen for separation, envelopes all shock from PLF jettison and
stage separation.
Given the range of PAS that are available as a standard launch service, described
in Section 5.3.2: Payload Adapter System, the launch vehicle-induced payload
shock at the AIP interface with the PAS is limited to the P95/50 accelerations
shown in Table 4-9 and Figure 4-8 and measured within 51 mm (2 in) of the AIP.
Table 4-9: Payload shock induced by the launch vehicle
Frequency (Hz) Shock Response (G-Peak)

100 20
1000 1000
10000 1000
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Figure 4-8: Payload shock induced by the launch vehicle
4.2.8 Static Pressure
The PLF incorporates a series of vents to help control the pressure decay during
ascent. These covered vents help maintain cleanliness within the payload
volume during ground operations and boost, while providing a peak
depressurization rate of less than 4,100 Pa/s (0.60 psi/s). Except for short
periods including immediately following separation of the vent covers and the
transonic flight regime, steady-state depressurization rates are limited to 2,400
Pa/s (0.35 psi/s). The encapsulated payload volume maintains a differential
pressure of less than 400 Pa (0.06 psi) above ambient external at the time of
fairing jettison. Please contact Blue Origin for more information on
venting analysis.
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INTERFACES
This section details the payload accommodations in terms of mechanical and
electrical interfaces available to the payload and its ground support equipment
(GSE), including the payload fairing (PLF), the fixed adapter, and the payload
adapter system (PAS).
5.1 VEHICLE AXES DEFINITION

The New Glenn system uses an X-Y-Z reference axis system, with the axial origin
located below the base of the first stage center engine. The X (roll) axis is aligned
with the centerline of the vehicle, the Y (pitch) axis is aligned with the plane of
the aft strakes, and the Z (yaw) axis is normal to the rocket-facing plane of the
transporter erector (TE), completing the right-handed coordinate system. This
coordinate system is illustrated in Figure 5-1 below.
Figure 5-1: New Glenn reference axes and coordinate system
5.2 FAIRING
New Glenn’s standard offering PLF measures 7 m (23 ft) in diameter and 21.9 m
(72 ft) tall. The bi-sector assembly consists of two (2) monolithic half shell
composite sandwich panels manufactured in-house. The PLF halves are joined
laterally by a thrusting rail assembly, and at the aft end by a circumferential
frangible joint, which together provide rapid, debris-free separation of the halves
from each other, the fixed adapter, and the second stage. The PLF halves
jettison shortly after second engine ignition on the second stage, and they are
designed to thrust away to preclude contact with both the second stage and the
payload by more than the required 25.4 mm (1 in) clearance.
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The PLF is designed to protect the payload from the dynamic thermal, acoustic,
and pressure conditions of launch while maintaining high levels of environmental
control and cleanliness during pre-launch activities. The 7-meter baseline fairing
has an internal usable volume of at least 450 m3 (16,000 ft3) – sufficiently large for
dual manifesting of two full-size spacecraft or for multi-manifesting
constellation deployments. The additional diameter and height enable payloads
with larger aperture reflectors and optics, more transponders, and simpler
deployment mechanisms for solar panels and antennas than with a 5-meter class
PLF. Please contact Blue Origin for more information about how to make best
use of the 7-meter PLF.
5.2.1 Payload Volume, Single Manifest
The payload usable volume and mass capacity differ depending on which of the
fixed adapter configurations is chosen: standard capacity, intended for most
single spacecraft missions, and high capacity, intended for larger single
payloads and/or multi-spacecraft dispenser missions.
Blue Origin defines the payload usable volume as the dynamic envelope within
which the spacecraft may move and internally deflect without impingement by
the PLF. The dynamic envelope takes into account PLF deflection, fixed adapter
deflection, manufacturing tolerances, and a 25.4 mm (1 in) dynamic clearance.
5.2.1.1 Standard Capacity, Standard Volume
The standard capacity configuration accommodates a payload and PAS that

remain within the dynamic envelope described in Figure 5-2, and with a mass as
per Section 3.1: Mass Properties. The standard capacity standard dynamic
envelope combines the following volumes about the longitudinal (X) axis of the
launch vehicle:
o A cylindrical volume with a diameter of between 6,228.1 and 6,350 mm

(245.2 and 250 in) and height of 10,520.7 mm (414.2 in) beginning 203.2
mm (8 in) above the adapter interface plane (AIP), and;
o An ogive volume that extends another 7,112 mm (280 in) above, and;
o A smaller cylindrical volume with a diameter of 1,625.6 mm (64 in) and
extending 203 mm (8 in) between the bottom of the larger cylindrical
volume and the AIP.
The standard capacity standard volume shares an axis of symmetry through the
center of the AIP, and is a maximum of 17,835.9 mm (702.2 in) tall. The associated
optional volume, as described next in Section 5.2.1.2: Standard Capacity,
Optional Volume, is located directly beneath the standard volume.
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Figure 5-2: Standard capacity standard payload volume
5.2.1.2 Standard Capacity, Optional Volume
In standard capacity configuration, the payload may use the volume around and
below the AIP both inside and outside of the fixed adapter and PAS on a mission-
unique basis, pending a dynamic clearance and coupled loads analysis. The
optional volume, detailed in Figure 5-3 permits antennas, nozzles, or other
spacecraft components to hang below the AIP while avoiding the PLF vents at
the base of the fixed adapter. Inside the fixed adapter, a curved composite
barrier closes out and separates the volume below the AIP from the forward tank
dome of the upper stage. Please contact Blue Origin to determine if use of the
optional volume will meet the payload’s requirements.
The standard capacity optional volume shares an axis of symmetry through the
center of the AIP, and extends a maximum of 706.1 mm (27.8 in) below the AIP.
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Figure 5-3: Detail of standard capacity optional volume
5.2.1.3 High Capacity, Standard Volume
The high capacity configuration accommodates a payload and adapter or

dispenser that remain within the dynamic envelope described in Figure 5-4, and
with a mass as per Section 3.1: Mass Properties. The high capacity standard
dynamic envelope combines the following volumes about the longitudinal (X) axis
of the launch vehicle:
o A cylindrical volume with a diameter of between 6,228.1 and 6,350 mm

(245.2 and 250 in) and height of 11,430 mm (450 in) beginning at the AIP,
and;
o An ogive volume that extends another 7,112 mm (280 in) above.
The high capacity standard volume shares an axis of symmetry through the
center of the AIP, and is a maximum of 18,542 mm (730 in) tall.
In high capacity configuration, there is no additional optional volume available.

Due to the larger interface diameter on a shared fixed adapter cone design, the
high capacity AIP sits 706.1 mm (27.8 in) below the AIP of the standard capacity
configuration – in effect already using all of the standard capacity optional
volume. A high capacity payload cannot use any volume below the AIP, due to the
location of fairing vents as well as a composite barrier that closes out and
separates the payload volume from the forward tank dome of the upper stage.
This design assumes that most high capacity payloads will either use a raising
cylinder or adapter, such as the COTS PAS designed for use on the high capacity
interface (see Section 5.3: Mechanical Adapters and Separation Systems), or
require their own mission-unique separation system or dispenser post that
already accommodates their specific geometries.
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Figure 5-4: High capacity standard volume
5.2.2 Payload Volume, Dual Manifest
The payload usable volume and mass capacity of the dual manifest upper and
lower berths are identical and are designed to be completely interchangeable as
a standard launch service. This approach facilitates pairing spacecraft of nearly
any size and mass without constraint beyond the overall performance of New
Glenn. Each berth uses the same standard capacity fixed adapter configuration
and is compatible with the same range of COTS PAS.
Blue Origin defines the payload usable volume as the dynamic envelope within
which the spacecraft may move and internally deflect without impingement by
either the PLF or the dual manifest structure. The dynamic envelope takes into
account PLF and dual manifest structure deflection, fixed adapter deflection,
manufacturing tolerances, and a 25.4 mm (1 in) dynamic clearance.
5.2.2.1 Dual Manifest, Standard Volume
The dual manifest configuration accommodates a payload and PAS that remain
within the dynamic envelope described in Figure 5-5, and with a standard
capacity mass as per Section 3.1: Mass Properties. The dual manifest standard
dynamic envelope combines the following volumes about the longitudinal (X) axis
of the launch vehicle:
o A cylindrical volume with a diameter of 5,773.4 mm (227.3 in) and height

of 3,665.2 mm (144.3 in) beginning 203.2 mm (8 in) above the adapter
interface plane (AIP), and;
o An ogive volume that extends another 3,523 mm (138.7 in) above, and;
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o A smaller cylindrical volume with a diameter of 1,625.6 mm (64 in) and
extending 203 mm (8 in) between the bottom of the larger cylindrical
volume and the AIP.
The dual manifest standard volume shares an axis of symmetry through the
center of the AIP, and is a maximum of 7,391.4 mm (291 in) tall. The associated
optional volume, as described next in Section 5.2.2.2: Dual Manifest, Optional
Volume, is located directly beneath the standard volume.
Figure 5-5: Dual manifest standard volume
5.2.2.2 Dual Manifest, Optional Volume
In dual manifest configuration, the payload may use the volume around and
below the AIP both inside and outside of the fixed adapter and PAS on a mission-
unique basis, pending a dynamic clearance and coupled loads analysis. The
optional volume, detailed in Figure 5-6 permits antennas, nozzles, or other
spacecraft components to hang below the AIP while avoiding the PLF vents at
the base of the dual manifest structure. Inside the lower berth fixed adapter, a
curved composite barrier closes out and separates the volume below the AIP
from the forward tank dome of the upper stage. Please contact Blue Origin to
determine if use of the optional volume will meet the payload’s requirements.
The dual manifest optional volume shares an axis of symmetry through the
center of the AIP, and extends a maximum of 706.1 mm (27.8 in) below the AIP.
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Figure 5-6: Detail of dual manifest optional volume
In the upper berth only, additional volume exists below the AIP and in the ogive
section of the PLF. These maximum volumes are available as part of optional
launch services and are detailed in Appendix C: Dual Manifest, Maximum Volume.
5.2.3 Payload Volume, Multi Manifest and Rideshare
New Glenn is capable of accommodating both multiple manifest and

rideshare/auxiliary spacecraft payloads. Interfaces and availability for these
capabilities will be described in future revisions of the Payload User’s Guide.
Customers may contact Blue Origin for more information on multiple manifest
and rideshare/auxiliary opportunities.
5.2.4 Accessibility
The PLF is designed to accommodate up to two (2) access doors or radio

frequency (RF) windows in any combination, while still maintaining all specified
environmental conditions, structural integrity, and lightning protection. Dual
manifest mission PLFs may have up to four (4) doors and windows in
any combination.
The area acceptable for access doors and RF windows is defined by a 120 degree
arc centered about the Z axis, with 30 degree gaps/keep out zones on each side
of the PLF split plane (Y axis). The placement zone is up to 10,160 mm (400 in) in
length starting 1,828.8 mm (72 in) above the base of the PLF and up to 7,340.6 mm
(289 in) wide in arc length and 6,070.6 mm (239 in) wide in plan view per PLF half,
as shown by the shaded area in Figure 5-7.
On the bottom (-Z) PLF half, an additional keep out zone exists due to the
attachment point of the environmental control system (ECS) umbilical.
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Figure 5-7: Access door and RF window placement areas
Access doors and RF windows may be up to 609.6 x 914.4 mm (24 x 36 in) as part
of standard launch services. Both access doors and RF windows are
manufactured of fiberglass sandwich panel, and RF shielding can be applied to
access doors as required. A typical access door or RF window is shown in Figure
5-8, and consists of the door/window panel, high-temperature seals, structural
support frame, and various attachment hardware. The approach allows flexible
placement and easy repeated access to the payload, while maintaining the PLF
structural integrity and internal environments.
Figure 5-8: Standard access door or RF window arrangement
Larger doors or windows are available on a mission-unique basis. The placement

of standard access doors and RF windows may be selected as late as 12 months
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before the scheduled launch date, while mission-unique doors may require
longer timeframes.
The payload may be accessed via any PLF access door as late as two (2) days
before the scheduled launch as part of standard launch services, following the
horizontal integration and mating of the encapsulated payload. Door placement
and orientation on the PLF may affect accessibility while on the TE.
RF communication with the encapsulated payload on the launch pad via custom
re-radiation system is possible as part of optional launch services. Note that
between 90 minutes before launch through 20 seconds after payload separation,
all payload RF communication must be within flight configuration levels, as per
Section 3.4: Payload Radiated Emissions.
5.2.5 Branding and Logo
The PLF can support a corporate or mission-specific branding identity or logo as

desired. As part of standard launch services, custom full-color external artwork
can be applied to the artwork placement area as shown in Figure 5-9.
The artwork placement area is defined by a 120 degree arc centered about the Z
axis, with 30 degree gaps/keep out zones on each side of the PLF split plane (Y
axis). The placement zone is up to 10,363.2 mm (408 in) in length starting 1,524
mm (60 in) above the base of the PLF and up to 7,340.6 mm (289 in) wide in arc
length and 6,070.6 mm (239 in) wide in plan view per PLF half.
Blue Origin works with the customer to ensure the best presentation of their logo
on New Glenn. To ensure nominal schedule, artwork must be delivered
electronically in high-resolution vector-based (such as encapsulated postscript,
.EPS) file format no later than 3 months before the scheduled launch date.
Figure 5-9: PLF artwork placement area

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5.3 MECHANICAL ADAPTERS AND SEPARATION SYSTEMS
The fixed adapter provides the structural and electrical interface between the
payload and the New Glenn launch vehicle. Once the launch vehicle achieves the
specified orbital parameters, the second stage transmits a command to release
the payload via one of many compatible high-reliability commercial off-the-shelf
(COTS) separation systems, or mission-unique separation systems.
5.3.1 Fixed Adapter
In both standard and high capacity configurations, the fixed adapter consists of
a single monolithic conical composite sandwich panel made in-house. The fixed
adapter is designed to support the structural requirements of the mission as well
as various mounted instruments, wire harnesses, access panels, frames,
secondary structures and mounting brackets. The top of the fixed adapter is a
machined aluminum ring that constitutes the AIP between the composite fixed
adapter cone and the PAS or other separation system. The fixed adapter
provides an electrical bonding path to the payload across the PAS with a
resistance of 2.5 mΩ or less. The fixed adapter and PAS are shown
in Figure 5-10.
Figure 5-10: Standard capacity fixed adapter and payload adapter system
In the standard capacity configuration, the fixed adapter provides an Evolved

Expendable Launch Vehicle (EELV) Standard Interface Specifications (SIS)-
compliant 1,575 mm (62 in) bolt circle as shown in Figure 5-11. This design is
compatible with a range of COTS PAS, including 937 mm (37 in), 1,194 mm (47 in),
and 1,666 mm (66 in) clamp bands, and 1,663 mm (66 in) four (4) separation nut
systems, described in Section 5.3.2: Payload Adapter System. The payload
adapter provides an electrical bonding path to the payload with a resistance of
2.5 mΩ or less. The standard capacity fixed adapter provides full spacecraft and
PAS clocking capability. The symmetrical circular 120 bolt pattern permits
straightforward payload orientation adjustment in three (3) degree increments
to meet both launch vehicle and customer-specific mission requirements. If a
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non-COTS PAS or other mission-unique separation system is preferred, Blue
Origin can integrate flight hardware provided by the customer as long as it
conforms to the standard capacity launch vehicle interface.
Figure 5-11: Standard capacity 1,575 mm (62 in) bolt circle interface
In the high capacity configuration, the fixed adapter provides a large diameter
3,169.9 mm (124.8 in) bolt circle designed to provide enhanced structural support
for heavy spacecraft, payloads with high center of gravity, or multi-spacecraft
dispenser structures. This design is compatible with a new COTS PAS currently
under development by RUAG Sweden, the PAS 3100SX, which has a 3,075 mm
(121.1 in) forward clamp band interface. As with the standard capacity
configuration, the high capacity configuration offers full spacecraft or dispenser
clocking capability. The symmetrical circular 120 bolt pattern, as shown in Figure
5-12, permits straightforward payload orientation adjustment in three (3) degree
increments to customer-specific mission requirements. In the high capacity
configuration, Blue Origin does not include the PAS 3100SX or any other
separation system, but rather installs a customer-provided PAS or other
separation system as part of the standard launch services. For more information
about the high capacity configuration, please contact Blue Origin.
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Figure 5-12: High capacity 3,170 mm (124.8 in) bolt circle interface
5.3.2 Payload Adapter System
For the standard capacity configuration, Blue Origin provides a COTS PAS for
payload integration or otherwise assists in integration of the customer’s
mission-unique separation system as part of standard launch services. Blue
Origin will supply common PAS options from either RUAG or Airbus, such as those
listed in Table 5-1 below.
Table 5-1: Standard payload adapter system options
Model Max CG Height

Vendor Height Mass
Number Tension for 5 MT
PAS 937S RUAG Sweden 519 mm (20.4 in) 51 kg 40 kN 1.4 m
PAS 1194VS RUAG Sweden 600 mm (23.6 in) 70 kg 60 kN 3.5 m
PAS 1666S RUAG Sweden 330 mm (13 in) 52 kg 60 kN 5.7 m
PAS 3100SX RUAG Sweden TBD TBD TBD TBD
LPSS 937 Airbus DS / CASA 380 mm (15 in) 55 kg 43 kN 2.3 m
LPSS 1194 Airbus DS / CASA 660 mm (26 in) 90 kg 56.5 kN 3.7 m
LPSS 1666 Airbus DS / CASA 500 mm (19.7 in) 70 kg 64 kN 5.9 m
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PAS selection will be payload-dependent. The customer must provide
notification of the desired PAS interface diameter no later than 14 months prior
to the scheduled launch date due to procurement timelines.
The typical PAS includes a clamp band, clamp band opening device (CBOD) with
pin puller or a low-shock payload separation system (LPSS), brackets, clamp
band retention system, electrical harness with in-flight disconnect (IFD)
umbilicals, and separation actuator set, shown in Figure 5-13.
Figure 5-13: Example payload adapter system and clamp band elements
The clamp band releases after receiving redundant separation device

commands from the launch vehicle avionics system. The system uses two (2)
initiators equivalent to the NASA Standard Initiator (NSI) attached to the pin
puller, with an all-fire current of 5.0 A required to initiate payload separation. The
no-fire current is 1.0 A / 1.0 W for five (5) minutes and the ignition time of the
system is 20 ms or less.
The number of separation springs varies between four (4) and 12, and is
determined based on the payload separation velocity requirement, typically
between 0.5-1.0 m/s (1.6-3.3 ft/s). Typical separation springs impart no more than
1500 N (337 lbf) per spring to the payload, and generate tip-off rates within the
separation accuracy limits described in Section 2.7: Attitude Control. For more
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information on PAS performance and availability, please contact
Blue Origin.
5.4 DUAL MANIFEST STRUCTURE

The dual manifest structure is constructed in-house of composite sandwich
panels similar to the PLF, including a forward adapter cone that shares heritage
with the standard capacity fixed adapter. The composite structure interfaces
with the upper stage by bolting to the same jointed interface as the lower, aft
standard capacity fixed adapter and the PLF. Sidewalls of the structure also have
integrated openings for environmental control systems, venting, RF
communication, and access doors, as necessary. All main structural properties
that affect payloads (e.g., mass capacity, moment / center of gravity, structural
mode frequencies, mechanical interfaces) are consistent between upper and
lower berths, as well as with standard capacity single manifest launch. The
structure’s preliminary shape and arrangement are shown in Figure 5-14.
Figure 5-14: Concept design of the New Glenn dual manifest structure
The current barrel inner diameter is 6,324.6 mm (249 in) and the current height
from aft launch vehicle interface to forward AIP interface is 10,600 mm (417.3 in)
– sufficient to allow two tall, wide spacecraft to be encapsulated in the PLF at
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once. The usable payload volume underneath and above the dual manifest
structure is described in Section 5.2.2: Payload Volume, Dual Manifest.
Following upper berth payload separation, the upper stage reorients to jettison
the dual manifest structure directly forward to reveal the lower berth payload,
before reorienting again to separate the lower berth payload. Separation of the
dual manifest structure is facilitated by a pyrotechnic frangible joint and
distancing is achieved by a set of in-line separation spring modules. Jettison is
subject to the same one (1) inch dynamic clearance requirement as the PLF to
ensure there is no contact with the lower berth payload. For information on dual
manifest performance and availability, see Section 2.5: Dual Manifest Capability.
5.5 ELECTRICAL
Pre-launch electrical connections are designed to meet commercial spacecraft
manufacturer requirements. Depending on whether a payload uses 37-pin or 61-
pin connectors, each payload can establish up to 122 data or electrical
connections with the customer’s supplied electrical ground support equipment
(EGSE) via New Glenn’s IFD umbilical system at the spacecraft interface plane
(SCIP). The same IFD umbilical system is used to communicate separation and
other signals between the launch vehicle avionics and the payload during flight.
A representative diagram for data and electrical connections is shown in Figure
5-15 below. As part of optional launch services, additional cabling can be added
per customer requirements.
Figure 5-15: New Glenn electrical interfaces and wiring harness connections
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5.5.1 Ground Support Equipment Electrical Interfaces
The customer has access to two (2) separate, identical EGSE rooms in the
integration facility (IF) and launch pad for communication racks with direct
umbilical connection to the payload during horizontal integration and after
rollout to the pad. For dual manifest missions, each payload customer has their
own EGSE room in both locations.
In these rooms, Blue Origin provides customer EGSE interface connection to

New Glenn via a space vehicle interface panel (SVIP) as shown in Figure 5-15. Blue
Origin also furnishes the mating connector halves to the customer to mate to the
SVIP in the EGSE room. The SVIP provides electrical interconnection to the
standard electrical interface panel (SEIP) on the fixed adapter from time-zero (T-
0) umbilical installation until liftoff, as shown in Figure 5-15.
The EGSE rooms are approximately 9.3 m2 (100 ft2) with 1.82 m (72 in) width by
2.43 m (96 in) tall door-clear dimensions. They are outfitted with the following 60
Hz power capabilities and additional services:
o Eight (8) NEMA L5-20R receptacles (20 A, 2 Pole, 3 Wire, 125 V)

o Two (2) NEMA L5-30R receptacles (30 A, 2 Pole, 3 Wire, 125 V)
o Four (4) NEMA L21-30R receptacles (30 A, 3 Ph, 4 Pole, 5 Wire, 120/208 V)
o Technical ground plate
o Air Quality: 20.5 – 25 °C (69 – 77 °F) @ 35 – 70% relative humidity
o Covered cable chase/pass-through
o < 6 m (20 ft) distance to interface panel
Blue Origin provides three-phase uninterruptible power to customer EGSE with

the following characteristics:
Table 5-2: Electrical ground support equipment power specifications
Element Parameters
Voltage 120/208 V ± 5%
Frequency 60 ± 1 Hz
Total harmonic distortion Not to exceed 5%
Not to exceed 200% nominal root mean square voltage for
Voltage transients
more than 20 microseconds
Maximum load 20 kVA
At the payload processing facility described in Section 8.1.2: Payload Processing

Facility, 50 Hz power capabilities are available in Building 1, and in other
processing buildings as part of optional launch services. The customer may also
request 50 Hz power capabilities at the Blue Origin integration facility or the pad
as part of optional launch services.
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5.5.2 Ground to Payload Electrical Interfaces
5.5.2.1 Ground Power
New Glenn provides at least 16 shielded twisted pairs of wires per payload for
purposes of external power, full-power battery charging power, trickle battery
charging power, or other power services as required by the payload. All primary
and secondary power leads are routed with an accompanying return lead, and
each twisted pair constitutes part of a complete circuit, with a power source in
the EGSE room and a load in the payload. Additional ground power lines are
available as part of optional launch services.
Each twisted pair provides a maximum source voltage of 126 VDC and a maximum
source current of 11 A at the SVIP interface. The maximum round-trip resistance
between the SEIP and SVIP for any single pair is 1.0 Ω or less when shorted at the
opposite end.
The switch from ground power to payload internal power may occur as late as
four (4) minutes before launch, and liftoff / T-0 current may not exceed 100 mA.
5.5.2.2 Ground Monitoring
Blue Origin provides up to 60 shielded twisted pairs per payload at the SVIP
capable of differential monitoring of payload status. Each twisted pair
constitutes part of a complete circuit between the payload and its EGSE.
Each twisted pair provides a maximum source voltage of 126 VDC and a maximum
source current of five (5) A at the SEIP and SVIP interfaces. The maximum round-
trip resistance attributed to this cabling between the SEIP and SVIP for any
single pair is 5.0 Ω or less when shorted at the opposite end.
Blue Origin also provides 8 twin-axial twisted shielded cables per payload at the
SVIP for data connections between EGSE and the payload. Each cable has
characteristics as shown in Table 5-3.
Table 5-3: Twin-axial cable characteristics
Element Parameters
Wire-to-wire distributed capacitance ≤ 98.4 picofarads/m (30.0 picofarads/ft)
Cable twists ≥ 13 twists/m (4 twists/ft)
Cable shield ≥ 75.0% coverage
Characteristic impedance 70.0 – 85.0 Ω at a sinusoidal frequency of 1 MHz
Cable attenuation at 1 MHz ≤ 4.9 dB / 100 m (1.5 dB / 100 ft)
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5.5.2.3 Electrical Connection Availability and Validation
During most pre-launch phases of a launch campaign, the customer has access
to connect with their payload, with the main exceptions being during
transportation and mating activities.
Table 5-4 below includes a summary of all electrical interface locations available
during the pre-launch period. The customer is responsible for all payload cables
at the payload processing facility (PPF), as well as between local EGSE and the
SVIP within the EGSE rooms in the IF and at the pad. Validation of these electrical
interfaces occurs after each configuration change prior to launch to ensure
continuity isolation, polarity, and signal integrity.
Table 5-4: Electrical interface availability summary
Condition Available Interfaces Interfaces Verified

Communication paths between all control centers and
local EGSE locations at PPF, IF, and pad. Control centers
are located at the PPF, mission control center, and IF
Prior to launch campaign None
Power and communications from T-0 umbilical to TE
connection autocoupler interface
Un-encapsulated payload Direct connection to Power, communications, and separation circuits from
processing in PPF payload local EGSE up to the SEIP
Encapsulated payload Power, communications, and separation circuits from
Connection to SEIP
processing in PPF local EGSE up to the SEIP
Encapsulated payload
None None
transport from PPF to IF
Encapsulated payload in IF Power, communications, and separation circuits from
Connection to SEIP
prior to integration local EGSE up to the SEIP
Encapsulated payload mating
None None
and integration in IF
Power, communications, and separation circuits from
Encapsulated payload mated Umbilical connection via
IF/pad SVIP up to the T-0 umbilical interface and LV
to LV on TE IF SVIP
avionics via TE and upper stage
Encapsulated payload during
None None
TE rollout from IF to pad
Power and communication circuits between the pad
SVIP and TE connection autocoupler interface
Encapsulated payload at Umbilical connection via
launch pad pad SVIP
Separation circuit resistance from LV avionics to
payload
5.5.3 Launch Vehicle to Payload Electrical Interfaces
5.5.3.1 In-flight Data and Power Connections
Figure 5-15 above shows a schematic of the dedicated payload harness

interfaces, which are labeled SC-IFD1 and SC-IFD2. For these connections,
located at the spacecraft interface plane (SCIP), Blue Origin provides a pair of
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payload-side 37-pin or 61-pin standard connectors for the spacecraft. Blue Origin
typically supplies the harness from the SEIP to the SCIP, and provides the
customer with spacecraft-side IFD mating connector halves. If the customer
supplies the harness from the SEIP to the SCIP, Blue Origin provides the mating
connector halves to mate with the matching connectors at the SEIP as well.
Current flow is limited to a maximum of 100 mA per wire for non-ordnance
circuits between the payload and SEIP during the payload separation event. For
more information about available standard IFD connectors and possible data
interfaces, please contact Blue Origin.
In the coast phase of flight prior to separation, the launch vehicle is capable of
sending pre-determined electrical signals for separation, separation
verification, or other purposes to the payload via its IFD umbilical links. Pre-
programmed spacecraft operations and RF communication must wait until after
payload separation and payload separation +20 seconds, respectively.
5.5.3.2 Separation Connections
The pyro, or electro-explosive device (EED), harnesses attached to the fixed

adapter carry the initiation signals for the payload separation event and confirm
payload separation from the SEIP to the payload and back. The vehicle’s avionics
provide up to 12 redundant pyrotechnic separation device commands: up to four
(4) to each payload in dual manifest and four (4) to the dual manifest structure,
however these commands may be allocated on a mission-unique basis. The
upper stage avionics measure EED firing circuit continuity from the SEIP
through each EED located on the mated payload. Nominal EED circuit
characteristics conform to those listed in Table 5-5.
Table 5-5: EED circuit firing characteristics
Element Parameters
> 0.9 Ω
Total EED circuit resistance
<2Ω
> 5 A per circuit
Firing signal current
< 18 A per circuit
Pulse minimum duration 40 ± 10 milliseconds
EED firings consist of separate primary and redundant pulses, time-phased by a

duration of either less than 5 milliseconds of the leading edges of the firing
signals or 40 +/- 10 milliseconds between the trailing edge of the primary firing
signal and the leading edge of the redundant firing signal, as depicted in the
Figure 5-16.
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Figure 5-16: EED circuit firing timing options
The system can also provide up to 12 indications of breakwire status or

separation events using up to 12 shielded twisted pairs at the SEIP. These
redundant breakwire loopbacks are isolated from the payload structure by a
minimum of 1 MΩ, have a maximum resistance of 1 Ω, and a minimum resistance
after break of 1 MΩ. Separation indications are delivered to ground via launch
vehicle telemetry.
5.5.4 Payload Video
New Glenn includes multiple video monitoring capabilities to capture various

views of the vehicle and the payload during flight. The first stage and second
stage are instrumented with multiple engineering cameras and lights to provide
imagery evidence of key mission timeline events, and for general vehicle
health monitoring.
Blue Origin works with the customer to develop a pre-determined sequence for
switching camera feeds between them, as only a single feed will transmit to the
ground at a time. The system can provide video of liftoff, ascent, stage
separation, PLF jettison, and payload separation.
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INTEGRATION
This section outlines the people, processes, planning, and deliverables that take
customers from the signature of a Launch Services Contract (LSC) through flight
aboard New Glenn.
6.1 OVERVIEW
Mission integration activities include mission planning, mission interface control
document (ICD) coordination, coupled loads analysis (CLA), and coordination with
various governmental authorities. The nominal mission planning timeline begins
after the LSC effective date of contract (EDC), approximately 24 months or less
before the desired launch, and culminates in launch of the payload into the
desired orbit. High level planning milestones are shown in Figure 6-1 below.
Please contact Blue Origin for more detailed integration schedules or for
information about possible accelerated timelines as part of optional
launch services.
Figure 6-1: High level schedule for a 24 month payload integration process
The overall approach for New Glenn mission integration is early coordination and
regular communications to ensure a successful partnership and mission. As
necessary, Blue Origin will facilitate a joint Technical Assistance Agreement
(TAA) to ensure compliance with the International Traffic in Arms Regulations
(ITAR) and Export Administration Regulations (EAR) during the mission
integration and launch period.
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Process milestones, as listed in Table 6-1 below, are designed to do the following:
o Establish customer payload requirements

o Develop a mutually agreed-upon integration schedule, tailored as
necessary
o Identify deliverables needed from both parties
o Provide formal reviews to ensure consistent progress towards a
successful mission
These reviews cover mission design, analysis, operations, mission unique

requirements, launch readiness and other contractual issues as required.
Precise dates, agendas, locations, and review logistics are determined by Blue
Origin in consultation with the customer. Blue Origin typically also attends any
customer-led payload readiness reviews held during the integration phase.
Assuming a 24 month integration schedule, Blue Origin-led milestone reviews

are held in approximately the sequencing and timing noted in Table 6-1 below.
Over time, Blue Origin anticipates that the standard 24 month timeline will be
reduced to < 18 months for new systems and < 12 months for repeat payloads.
Table 6-1: Mission integration milestone reviews
Estimated Date Review Purpose

Reviews LSC, mission requirements, and schedule;
EDC +1 month Kickoff Meeting introduces integration teams, and establishes
communications and correspondence
Technical
Covers initial mission analysis cycle, initial ICD, detail
L-18 months Interface Meeting
payload design, and customer V&V plan
(TIM)
Ground Operations Provides a forum for coordinating all Launch site
L-9 months Working Group operations requirements, and covers final ICD,
(GOWG) schedules, and procedures
Covers final mission analysis cycle, customer
Mission Design payload safety package, and readiness to proceed
L-6 months
Review (MDR) with hardware in the loop testing and/or launch
campaign
Ensures all necessary data and government
Mission Readiness
L-3 months paperwork is complete prior to payload shipment and
Review (MRR)
reviews validation & verification results
Ground Operations Ensures all requested ground facilities and
L-2 months Readiness Review operations are prepared for payload shipment and
(GORR) arrival
Launch Dress Allows integration teams to practice procedures and
L-7 days
Rehearsal prepare for operations
Provides a final pre-launch assessment of the
Launch Readiness
L-2 days integrated spacecraft/Launch Vehicle system and
Review (LRR)
Launch facility readiness
Post-Launch Covers contents of initial post-launch report and
L+1 day
Review contract financial status
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Note that L means the first day of the launch period and, once determined, the
first day of the most recently agreed launch slot. For information on
determination of launch slots, see Section 7.3.1: Launch Window Determination.
In addition to design reviews, the customer must conduct verification

activities related to payload mass properties and payload dynamic model
correlation. Blue Origin may request insight into test procedures and review of
test data.
As outlined in Section 3.6: Payload Validation and Verification, the customer

leads a formal payload validation and verification (V&V) process for Blue Origin’s
review. This process is intended to determine compatibility with the
environments in Section 4.0: Environments. Simultaneously, Blue Origin leads
V&V activities for the fully integrated launch system, such as CLA, integrated
thermal modeling, link margin analysis, post-separation analysis, and mission-
unique environments.
6.2 INTERFACE CONTROL DOCUMENT

Blue Origin’s mission ICD defines all payload to launch vehicle and payload to
launch complex interfaces and associated assumptions or requirements,
including but not limited to mechanical and electrical interface control drawings.
Blue Origin prepares the ICD as part of the integration process and includes any
necessary requirements specified in the payload interface requirements
document (IRD) and any additional requirements adopted during the mission
design and integration process. Once approved by both Blue Origin and the
customer, the mission ICD serves as the unique governing document for
configuration management and technical interface requirements, and in the
event of a conflict between the ICD and the IRD or LSC statement of work (SOW),
the ICD takes precedence. Changes to the ICD require approval from both Blue
Origin and the customer.
6.3 INTEGRATION MANAGEMENT

The mission integration process requires close coordination among the
customer, Blue Origin, and any regulatory authorities, such as the United States
Air Force Eastern Test Range (Range), and the Federal Aviation Administration
(FAA). The high-level organization of these customer service activities is shown
in Figure 6-2 below.
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Figure 6-2: Blue Origin customer service organization
Mission integration information flow and contractual requirements are

principally coordinated by Blue Origin’s Customer Integration Director (CID) as
the primary customer point of contact. Throughout the integration process, the
CID, gathers and delivers documentation and analysis, organizes meetings and
reports, coordinates reviews, oversees joint V&V activities, liaises with other
Blue Origin teams on the customer’s behalf, and interfaces with the customer on
behalf of Blue Origin during launch campaign activities. Post-shipment of the
payload, the CID has additional support from Blue Origin’s Payload Integrator (PI)
on day-to-day logistical and non-contractual matters to ensure timely and
efficient operations.
The CID is the customer’s single Blue Origin point of contact for:
o All customer communication during all mission phases

o LSC management
o Documentation submission, coordination, and compliance, for example:
o Range submittals
o Mission schedule
o Mission ICD
o Other U.S. Government coordination, including FAA licensure,
and ITAR export control submissions and compliance
o All Blue Origin mission reviews and customer meetings
o Any Blue Origin participation in customer-led mission reviews
o Coordination of customer arrival and access to Blue Origin facilities
For more information, please see Section 1.4: Customer Interface.
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6.4 MISSION INTEGRATION PROCESS
Mission integration is traditionally split into two phases:
o Pre-Shipment – From EDC to until just before payload shipment to the

launch site
o Post-Shipment – From payload shipment to the launch site until launch
The pre-shipment phase centers around two mission analysis cycles and the
preparation of various engineering documentation to ensure the safety of
operations and compatibility of the payload and launch vehicle system before
and during flight. Blue Origin is responsible for developing documentation, data,
models, and analyses with inputs and requirements from the customer to
support the mission schedule. Key customer inputs are summarized in Section
6.5: Customer Deliverables.
The post-shipment phase is also known as the launch campaign and covers
standalone payload integration and combined operations for the mission. Blue
Origin is responsible for providing various services, equipment, facilities, and
operations personnel to support the mission schedule.
6.4.1 Pre-Shipment Services
The EDC nominally occurs 24 months prior to launch. If the customer has
different schedule needs, the adjusted schedule can be incorporated into
the LSC.
An initial kickoff meeting, typically held within a month after EDC, summarizes
expectations from both sides and sets the stage for future technical reviews
with design and operational interface requirements. The customer is asked to
provide either an IRD or complete a payload questionnaire (see Appendix B:
Payload Questionnaire), and provide the preliminary payload design with mass
properties by the kickoff meeting.
In advance of the first mission analysis review, the customer provides a payload
data package, including a full update of all technical parameters then known. Bi-
directional data exchange begins as early as 18 months prior to launch via a
Technical Interface Meeting (TIM), which is held to review initial mission analysis
results and ensure the integration teams’ efforts are aligned and coordinated.
The CID establishes interfaces though a Blue Origin-controlled preliminary ICD,
and the customer presents an initial payload safety package and a V&V plan that
guides the flight qualification process.
If using the standard capacity fixed adapter configuration, as described in

Section 3.1: Mass Properties, the customer must also provide notification of the
preferred payload adapter system (PAS) interface diameter or other mission-
unique separation system by approximately 14 months prior to launch. The
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configuration and location of any payload fairing (PLF) access doors or radio
frequency (RF) transparent windows must be determined at least 12 months prior
to launch.
Formal technical reviews typically commence approximately nine (9) months

prior to launch, beginning with the Ground Operations Working Group (GOWG). All
ground operations requirements are discussed at this meeting, including: ICDs,
facilities, timelines/schedules, reviews, ground support equipment (GSE),
support services required at launch site, hazardous operations that affect
outside organizations, mission-unique requirements, and operations
procedures.
Detailed analysis work continues following GOWG, leading to the second formal
review, the Mission Design Review (MDR), approximately six (6) months prior to
launch. The MDR is held to review the results of the final mission analysis and
verify that the as-analyzed system meets the requirements of the payload. The
MDR marks the nominal end of the mission design analysis cycle, although
additional or delta analyses may be performed as part of optional launch
services. In this timeframe, the customer submits a final payload safety
package, showing analysis of hazards for payload/ground operations and
mitigation strategies.
A third formal review, the Mission Readiness Review (MRR), is typically held three
(3) months prior to launch. The MRR ensures that all parties are ready to begin
the launch campaign. The Range’s approval of a Missile System Pre-launch
Safety Package (MSPSP) should be complete by the MRR and is the final
milestone before shipping the payload to Cape Canaveral for physical
integration. The customer supplies daily launch windows for the proposed
launch slot, and provides a completed set of V&V processes and results,
consistent with the materials presented in the TIM.
The CID may hold additional periodic program management reviews to provide
additional opportunities for status updates throughout the mission
integration process.
Table 6-2 below summarizes Blue Origin’s key engineering documents and
services in the mission integration process. All dates are estimated based on 24
month integration schedule and may be adjusted by mutual agreement between
Blue Origin and the customer. Note that documentation may require multiple
iterations to meet all customer and/or regulatory requirements.
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Table 6-2: Blue Origin mission integration engineering documents
Delivery Timing Engineering Document

Kickoff (L-24 months) Mission Requirements Summary
Initial and final ICD between the payload and the Launch Vehicle,
including:
TIM & GOWG Mechanical Interface Control Drawing
(L-18 & L-9 months)
Electrical Interface Control Drawing
Mission Design analysis assumptions
Initial and final Mission Design, including:
TIM & MDR
(L-18 & L-6 months) Performance, Mass Properties, 3DOF/6DOF Trajectory, Guidance,
Injection Accuracy, Launch Window, Mission Targeting, CCAM
Initial and Final Ground Operations Plan, including:
GOWG & GORR Standalone Processing timelines and procedures
(L-9 & L-2 months) Combined Operations timelines and procedures
Security Plan
MDR (L-6 months) EM Interference/EM Compatibility Control Plan
MDR (L-6 months) Cleanliness and Contamination Control Plan
MDR (L-6 months) Validation & Verification Compliance Matrix
U.S. Air Force Range Paperwork, including:
Range Safety Package
MRR (L-3 months) Launch Complex Safety Plan
Integrated Hazard Analysis
Breakup Analysis
Upon payload arrival
Mission Constraints and Launch Checklist
(L-1 month)
T+30 minutes “Quick Look” Post-launch Report
Final Post-launch Report, including:
Orbital Parameters vs. Predicted
Environments vs. Predicted
L+1 month
System Performance vs. Predicted
Separation State Vectors vs. Predicted
Anomaly Analysis, if applicable
Blue Origin also conducts and reports the technical analyses listed in Table 6-3
below for the customer in accordance with the overall mission integration
schedule. All dates may be adjusted by mutual agreement between Blue Origin
and the customer. The analyses are provided in mutually agreed formats as
determined at the integration kickoff.
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Table 6-3: Blue Origin mission integration analysis services
Delivery Timing Analysis # Cycles Notes

Requires payload envelope fill factor. Assumes
Volume +1 months
Acoustic 1 compatibility with predetermined acoustic models
(L-22 months)
and analysis
Requires payload envelope fill factor. Assumes
Volume +1 months Fairing Ascent Venting
1 compatibility with predetermined venting and flow
(L-22 months) and Internal Flow
models and analysis
TIM & MDR Requires payload mass, concept of operations, and
Performance 2
(L-18 & L-6 months) mission unique requirements
TIM & MDR Requires payload mass properties. Conducted
Mass Properties 2
(L-18 & L-6 months) concurrently with performance analysis
Payload Post- Requires concept of operations, and mission unique
TIM & MDR
Separation Clearance & 2 requirements. Conducted concurrently with
(L-18 & L-6 months)
Maneuver performance analysis
Requires payload mass, concept of operations, and
TIM & MDR
Trajectory Design 2 mission unique requirements. Conducted
(L-18 & L-6 months)
concurrently with performance analysis
Requires concept of operations, and mission unique
TIM & MDR
Injection Accuracy 2 requirements. Conducted concurrently with
(L-18 & L-6 months)
performance analysis
Model +4 months Requires payload dynamic model conforming to Blue
Coupled Loads (CLA) 2
(L-16 & L-3 months) Origin’s requirements
Requires payload dynamic model conforming to Blue
Model +4 months Payload Envelope
2 Origin’s requirements. Conducted concurrently with
(L-16 & L-3 months) Clearance
CLA
Requires payload mass properties data, concept of
PAS selection & MDR
Payload Separation 2 operations, PAS selection notification, and mission
(L-14 & L-6 months)
unique requirements.
Requires payload safety package, including payload
L-12 & L-3 months Range Safety 2
breakup model and hazard data
Model +6 months Requires payload thermal model conforming to Blue
Integrated Thermal 1
(L-6 months) Origin’s requirements
Requires selection of payload adapter system and
MDR (L-6 months) Pyroshock 1
shock acceptance and qualification requirements
Launch Vehicle
Requires vibration acceptance and qualification
MDR (L-6 months) Induced Interface 1
requirements
Vibration
MDR & GORR EM Interference/EM Requires payload radiated emissions, susceptibility,
2
(L-6 & L-2 months) Compatibility and transmitter characteristics
Cleanliness and Requires contamination, deposition, and obscuration
MDR (L-6 months) 1
Contamination limits for all payload surfaces
RF Link Compatibility
Requires payload receiver and transmitter
MDR (L-6 months) and Telemetry 1
characteristics
Coverage (Airborne)
End-to-End Electrical
MDR (L-6 months) 1 Requires payload electrical requirements
Compatibility
MDR (L-6 months) Power System 1 Requires payload power requirements
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Delivery Timing Analysis # Cycles Notes
MRR (L-3 months) Destruct System 1 Requires payload safety package
L-2 months Stability and Control 1 Requires payload model
Requires final concept of operations and mission
L-1 months Mission Targeting 1
unique requirements
Requires final concept of operations and mission
L-1 months Mission Flight Software 1
unique requirements
LRR (L-2 days) Launch Window 1 Requires payload launch window requirements
6.4.2 Post-Shipment Services
During the launch campaign, major payload-related tasks include PAS “touch and
go” fit-check, payload propellant load, and encapsulated payload transport.
These major requirements and all other minor tasks are monitored via a
scheduling meeting, held daily by the PI beginning upon payload arrival. The
typical payload processing flow and operational timeline is described in Section
7.2: Pre-Launch Operations.
The only formal review during this phase is the Launch Readiness Review (LRR),
which occurs approximately two (2) days prior to launch, and is held to ensure all
parties are prepared to proceed with launch operations and to confirm the final
launch window.
Table 6-4 below is a representative (but not all-inclusive) list of the support
services provided by Blue Origin as part of standard launch services during the
launch campaign.
Table 6-4: Blue Origin launch campaign support services
Service Description
Pickup of containerized payload and support equipment from airports listed in Section
8.1.5: Customer Logistics and transport to PPF
Transport of electrical GSE (EGSE) from PPF to integration facility EGSE rooms and
Transportation logistics launch pad EGSE rooms, as necessary
Recovery of EGSE from integration facility and/or launch pad EGSE rooms
Return of payload container and support equipment to airport listed in Section 8.1.5:
Customer Logistics
Handling and Use and operation of Blue Origin GSE, including forklifts, mobile cranes, specialty
Transportation GSE transporters, flatbed trucks, air-ride trailers, aerial lifts, aircraft loaders
ISO Class 8 (Class 100,000) processing and encapsulation bays
ISO Class 6.7 (Class 5,000) supply air to encapsulated volume
Clean rooms, supply air
environmental control Continuous monitoring of relative humidity, temperature and cleanliness in the PPF using
particle counters for compliance with environments listed in Section 4.1.2: Thermal and
Air Quality
ESD coveralls, as well as shoe, beard, and head covers for customer use. Nomex suits
Clean room garments
with hoods and boots for post fueling operations can be provided if required
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Service Description
Self-contained atmospheric protective ensemble (SCAPE) air hose-type personal
protective suits, splash suits, and related training and support for the customer’s team to
Personal protective suits
support propellant handling, transfer, and loading operations. SCAPE suit fittings and
physicals must be completed prior to arrival
Ordnance handling and Receiving, inspection, storage, and delivery of ordnance items. Facilities for testing of
storage solid motors are available on a case by case basis
Gaseous nitrogen (MIL-PRF-27401, Type 1, Grade B) – One (1) tubebank
Liquid nitrogen (MIL-PRF-27401, Type 1, Grade B) – Two (2) dewars
Commodity solvents and
Gaseous helium (MIL-PRF-27401, Type 1, Grade A) – Eight (8) high pressure bottles
gases
Isopropyl alcohol (TT-I-735) – 15 gallons
Demineralized water (JSC SPEC-C-20) – 100 gallons
60 Hz facility and technical (UPS) power available in all Blue Origin facilities
Electrical
50 Hz facility and technical (UPS) power available in PPF Building 1
Hazardous waste disposal Solvents and wipes generated during the payload processing activities
Payload weighing Per Astrotech Space Operations (ASO) Facilities Accommodations Manual
Metrology/Equipment
Per ASO Facilities Accommodations Manual
calibration
GPS outputs including inter-range instrumentation group (IRIG) timing in IRIG-B120
Timing
format, one (1) pulse per second, and 10 MHz reference signals.
Dedicated dark fiber-based data, RF, and digital voice links between:
LC-36 (Integration Facility and Launch Pad) and Blue Origin’s mission control center (MCC)
Intra-site
LC-36 and all PPF buildings
communications
MCC and all PPF buildings
All individual PPF buildings
Copper umbilical link with up to 122 data/power lines per spacecraft, accessible via SVIP
Payload communications
at EGSE room
Local internet access available in all Blue Origin facilities
External communications Standard telephone and fax available in PPF and MCC facilities. Local and international
telephone calls included
Closed circuit television within and around all PPF buildings, within the MCC, and at LC-36
within and around integration facility and launch pad. Credentialed access to all video of
unencapsulated payload and encapsulated payload shall be accessible anywhere within
Blue Origin’s wide area network. Such video may be recorded or not recorded at the
Security customer’s discretion
Cipher lock and/or key card access to all Blue Origin’s customer facilities
Physical security is present at all Blue Origin operating premises 24/7 during launch
campaign
Safety briefing and facilities orientation upon payload arrival
Range safety coordination of all hazardous operations
First aid stations in all Blue Origin facilities
Safety Skill familiarization on mechanical ground support equipment operation, such as aerial
lift, crane, and forklift
Emergency medical and fire protection from local Brevard County, FL, City of Titusville,
FL, while at PPF and MCC, and from CCAFS/NASA while at LC-36
Weather monitoring and prediction services, including lightning strike warning system
Weather
Weather data, as requested
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Service Description
Coordination and submission of documentation for CCAFS temporary badging
Badging
application on behalf of customer personnel
Coordination of approvals and logistics for customer personnel to make visits to LC-36
Blue Origin site visit
and/or other Blue Origin facilities, as required, including hotel and amenity
support
recommendations as requested
On-site, English-speaking assistant for duration of launch campaign for regional
Administrative support
recommendations, logistics, and administrative tasks
6.5 CUSTOMER DELIVERABLES

As summarized in Table 6-5 below, Blue Origin requires the following deliverables
to pass through each of the formal review processes. All dates may be adjusted
by mutual agreement between Blue Origin and the customer. Blue Origin works
with the customer on specific deliverables to support Range certification and
FAA licensing.
Table 6-5: Customer mission integration milestones and deliverables
Receipt Timing Deliverable Notes

IRD may be substituted for Payload Questionnaire
Kickoff
IRD or completed payload questionnaire if includes substantially similar information as
(EDC +1 months)
Appendix B: Payload Questionnaire
Includes initial description of mass, payload bus,
Kickoff
Initial payload design mechanical and electrical interfaces, propellants,
(EDC +1 months)
physical envelope/fill factor, separation systems
Kickoff Includes initial description of orbital parameters,
Initial concept of operations
(EDC +1 months) insertion requirements
E.g., Any modifications to a standard trajectory,
Kickoff
Mission unique requirements interface, or environment described in this
(EDC +1 months)
Payload User’s Guide
Includes geometric/CAD, dynamic payload models,
TIM -2 months mass properties, RF transmitter and receiver
Initial payload data package
(L-20 months) characteristics, approach to mission-unique
requirements, detailed concept of operations
As per Section 3.6: Payload Validation and
TIM (L-18 months) Validation & verification plan
Verification
Includes payload related inputs to Range safety
submittals, such as hazard analysis and
TIM (L-18 months) Initial payload safety package
mitigations, payload breakup model and bill of
materials, as per Range requirements
Payload adapter system selection
L-14 months E.g., 937 mm, 1194 mm, or 1666 mm
notification
Operational procedures, plans, and timelines,
L-12 months Initial launch site integration package including those related to hazards identified in
payload safety package
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Receipt Timing Deliverable Notes
MDR -6 months (L- Must conform to Blue Origin’s thermal model
Integrated thermal analysis model
12 months) requirements
PLF access doors and RF windows
L-12 months As per Section 5.2.4: Accessibility
location notification
MDR -2 months Includes any updated or missing content from
Final payload data package
(L-8 months) previous submission
MDR (L-6 months) Camera switching sequence As per Section 5.5.4: Payload Video
Includes any updated or missing content from
MDR (L-6 months) Final payload safety package
previous submission
As per Section 3.6: Payload Validation and
MRR (L-3 months) Validation & verification results
Verification
Includes any updated or missing content from
MRR (L-3 months) Final launch site integration package
previous submission
Vector file format such as encapsulated postscript
MRR (L-3 months) PLF branding and logo (e.g., .EPS) as per Section 5.2.5: Branding and
Logo
As per Section 7.3.1: Launch Window
MRR (L-3 months) Final launch window
Determination
Including shipment inventory list and all involved
MRR (L-3 months) Pre-shipment paperwork
customer personnel
L-1 month Payload arrival
Includes completion of non-hazardous standalone
L-11 days “Go” for payload propellant load
payload processing activities
Includes completion of encapsulated checkout
LRR (L-2 days) “Go” for launch and verification that payload is ready to proceed
with launch countdown
Includes observed payload orbital parameters
L+2 weeks Payload tracking report
since separation
6.6 SAFETY
Blue Origin strives to deeply understand all systems as designed. Launch vehicle
systems and their payloads are inherently complex, which creates challenges in
verifying their safety for overflight of the general public. Failure mode analyses
and test programs are typically insufficient to discover all of the failure modes
and achieve complete confidence in a design.
All parties must understand payload compatibility with the launch vehicle, as well
as all potentially unsafe designs, materials, systems, or operations that may
impact mission safety or reliability.
6.6.1 U.S. Government Requirements
In order to comply with U.S. Government safety documentation requirements,

Blue Origin requires all customers to submit a payload safety package and a
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launch site integration package, which are incorporated into Blue Origin safety
submittals. Multiple iterations may be necessary to address all data
requirements.
The payload safety package includes detailed bill of materials and interface
schematics, data specified by Blue Origin, and data required by the United States
Air Force, such as AFSPCMAN 91-710 Range Safety User Requirements, and FAA
requirements, such as Title 14 CFR Parts 400-460. This data includes hazard
analysis and mitigation plans, vehicle break-up models, and detailed design/test
information on major elements and subsystems, such as structures, pressure
systems, ordnance, telemetry, batteries, propellants, and electrical systems.
The launch site integration package includes launch site operational plans,
timelines, and special service requests, as well as appropriate operating
procedures for all hazards identified in the payload safety package. This data is
incorporated into the ground operations plan, which becomes part of Blue
Origin’s safety submittals.
In addition to standard technical deliverables, Blue Origin may also require

additional documentation for a commercial or non-U.S. customer mission.
6.6.2 Non-U.S. Government Payloads
As part of Blue Origin’s work with the FAA to secure an operator’s license for
launch, payload customers may be asked to provide supporting information. This
information would demonstrate that the launch does not jeopardize public health
and safety, safety of property, or other national interests (Title 14 CFR Part 415
Subpart D).
6.6.3 Hazardous Materials and Systems
To ensure the safety of ground crews and the public, the customer is required to
manage all hazards in the payload, its GSE, and any planned operations.
At the TIM review, the customer is asked to identify such hazards, including:
o Ordnance
o Other stored energy, including pressurized systems
o Lasers
o High-power RF systems
o Lifting operations
o Hazardous or toxic materials, including propellants and ground
chemicals
At the MDR, Blue Origin will review mitigation plans for each significant hazard.
Such mitigations may include, in order of preference:
o Engineering Controls (hardware design for redundancy or isolation)
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o Administrative Controls (procedures for controlling access to the
hazard), and/or
o Personal Protection Equipment (PPE).
In most cases, operational customer personnel will receive facilities safety

training and orientation upon arrival of the payload. Based on the severity and
likelihood of each hazard, additional mitigation may be requested. Final approval
must be given by both Blue Origin and the Range.
6.7 EXPORT COMPLIANCE

U.S. export control laws impose restrictions on access to certain items and
release of certain technical information to non-U.S. personnel. To comply with
these laws Blue Origin may require export compliance review of deliverables, or
integration activities, including, but not limited to, other items covered in this
Payload User’s Guide, such as any requests for non-U.S. personnel to visit Blue
Origin facilities.
6.8 POLICIES
Reserved.
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OPERATIONS
This section provides an overview of Blue Origin’s expected concept of
operations and all activities leading up to and after launch. The planned
annual launch rate for New Glenn is 12 missions per year based on a monthly
launch cadence.
7.1 TYPICAL LAUNCH TIMELINE

For New Glenn, Blue Origin is targeting a 30-day launch campaign, beginning the
day that the customer’s payload arrives at the airport if shipped by air, or at the
payload processing facility (PPF) if shipped by land. While longer campaigns can
be accommodated, standalone customer operations typically last about 22 days,
which can be split between non-hazardous and hazardous processing at the
customer’s discretion. Combined operations involving both Blue Origin and
customer teams typically begin seven (7) and no more than 11 days before launch.
A notional timeline is shown in Figure 7-1 below, but note that duration of
preparations can vary based on the degree of payload processing and propellant
loading required. This timeline does not include additional time for electrical
ground support equipment (EGSE) preparations and transportation.
Figure 7-1: Notional payload arrival to launch timeline
7.2 PRE-LAUNCH OPERATIONS

7.2.1 Payload Processing Flow
The payload nominally arrives via air or ground transport to the PPF no earlier
than 30 days before the scheduled launch date, or as specified in the Launch
Services Contract (LSC). This delivery date allows sufficient time for processing
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and propellant loading by the customer before combined operations start,
including payload encapsulation, integration checks, and transport to the
integration facility (IF). If payload propellants are shipped by sea instead of
purchased locally, Blue Origin will support the customer in organizing ground
transport of propellants to the PPF.
Nominal payload processing lasts two (2) to three (3) weeks, with propellant
loading beginning on L-11 days and completed within four (4) days. After that, the
payload to payload adapter system (PAS) mate, payload to fixed adapter mate,
and payload encapsulation finish between L-8 and L-5 days from planned launch
date. Encapsulation is completed within one (1) day to be ready for transport to
the IF by L-4 days. As necessary for late access, the payload remains vertical
until at least five (5) days before launch, after which the payload is mated to the
launch vehicle in the integration facility (IF). Later physical access via the payload
fairing (PLF) access doors is possible until L-2 days.
7.2.2 Encapsulation and Vehicle Integration
Encapsulation occurs in a vertical configuration at the PPF following all

propellant loading and other physical payload processing activities. Blue Origin
can start encapsulation as early as 11 days before the scheduled launch date, but
nominally begins approximately six (6) days beforehand to minimize combined
operations duration. The PLF, PAS, and fixed adapter are delivered to the PPF
from the manufacturing complex in advance of encapsulation between L-18 and
L-12 days.
Once ready, crews move the PAS into the payload’s designated processing bay,
after which they lift the payload onto the PAS for mating using a crane. The fixed
adapter, which is mounted on the payload transportation frame, is then moved
into the payload’s designated processing bay. Next, the assembled payload and
PAS are hoisted onto the fixed adapter and mated. The completed assembly then
moves on air bearings into the encapsulation bay, where the PLF halves are
staged for encapsulation.
In the case of dual manifest with a very tall upper berth payload, the crews first
transfer the lower berth payload into the encapsulation bay. They then move the
dual manifest structure into the encapsulation bay, where they lift it with a crane,
place it over the lower berth payload, and mate it to the fixed adapter. Finally, the
upper berth payload (already mated to its PAS) moves on air bearings into the
encapsulation bay, and is hoisted atop the dual manifest structure just
prior to encapsulation.
The encapsulation operation involves the installation of the PLF halves around
the payload(s) onto the fixed adapter. The PLF halves are pre-mounted within
ground support equipment (GSE) called strongbacks that elevate and precisely
align and position them during installation over the payload transportation frame
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and onto the fixed adapter. Typical encapsulation steps are depicted in Figure
7-2 below.
Figure 7-2: Typical payload encapsulation steps
Cleanliness levels are maintained in the PPF high bay when accessing the
encapsulated payload, as well as the cleanliness of the air supply for the
environmental control system (ECS) (see Section 4.1.2: Thermal and Air Quality
for environmental requirements).
Once encapsulated, the customer may use up to two (2) radio frequency (RF)
transparent windows that can be located on the PLF to allow for RF radiation and
interrogation of the encapsulated payload in the PPF to verify spacecraft
communication prior to transport to the IF.
At L-4 days, the encapsulated spacecraft is then transported vertically on the

payload transportation frame via specialized transporter to minimize induced
loads during its pre-coordinated 32 km (20 mi) overnight journey from the PPF to
the IF at Launch Complex 36 (LC-36). ECS remains active during the entire
transition to maintain a suitable enclosed environment for the spacecraft.
Upon arrival at the IF, Blue Origin positions the encapsulated payload into an
open service bay for horizontal integration and mate with the launch vehicle
based on industry best-practices, as shown in Figure 7-3 below. A breakover GSE
module is attached to the aft of the fixed adapter, and the PLF is rotated 90° into
a horizontal orientation. Once the breakover is complete, the breakover module
is positioned by the horizontal mate GSE module. The horizontal mate module
aligns and connects the encapsulated payload to the launch vehicle, utilizing fine
control and limited six degrees of freedom (6DOF) to account for lateral offsets
and axial misalignment between the fixed adapter and launch vehicle. During the
mating process, all loads on the encapsulated payload are recorded to verify they
remain within the envelope described in Section 4.1.1: Acceleration Loads,
Ground Processing. ECS remains active throughout the entire mate operation
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with conditioned air, and once integration is completed, the breakover module
and horizontal mate module are removed. Horizontal integration of the PLF to
the launch vehicle takes approximately 8-10 hours to complete, and results in a
fully integrated launch vehicle (ILV).
Figure 7-3: Horizontal integration approach
Once mated in the ILV configuration, the last standard access to the payload via
fairing doors occurs no later than two (2) days before launch, although later
access may be possible as part of optional launch services. Please contact Blue
Origin with specific requirements.
7.2.3 Rollout to the Pad
Upon completion of integration, the ILV is transported on the transporter erector

(TE) to the launch pad via wheeled transporters. The IF and the launch pad are
separated by 670 m (2,200 ft) of 3°-inclined ramp. Portable ECS travels with the
TE during the rollout period to ensure consistent thermal and humidity
environments within the encapsulated volume are maintained. Upon arrival, the
TE upends the ILV and the launch table is nominally set on the launch pad deck
within 75 minutes of beginning rollout.
7.2.4 Pad Operations and Countdown
The New Glenn concept of operations baselines a five (5) to six (6) hour timeline
between beginning of rollout to the pad and launch of the vehicle, depending on
the duration of preplanned holds, as shown in Figure 7-4. As part of optional
launch services, Blue Origin can extend the countdown prior to propellant
loading in a vertical orientation at the pad for additional time to accommodate
payload verification and checkout timelines. Please contact Blue Origin for more
information about non-standard countdown operations.
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Figure 7-4: New Glenn launch operations timeline
Once the ILV arrives at the launch pad on launch day, a series of events and final
systems checks take place in the final hours before launch:
o Connect ECS supply to continue conditioning of encapsulated payload

o Install ILV on pad
o Mate/establish GSE connections
o Upend ILV to vertical and secure for launch
o Run pre-launch checks to verify ILV and ground systems are ready
o Clear pad for propellant transfer
o Secure launch area, airspace, and downrange flight corridor
o Load and top-off of propellants and gasses
o Arm energetics and remove safing plugs
o Clear pad and flight exclusion zone
The timeline of operations for a typical low Earth orbit (LEO) or geostationary
transfer orbit (GTO) launch is listed in Table 7-1 below.
Table 7-1: Launch day timeline of operations
Activity Duration Total Elapsed Time

Rollout and erecting of ILV on launch pad 75 min 75 min (1.25 hr)
ILV readiness checks 45 min 120 min (2 hr)
Planned hold prior to propellant load 60 min 180 min (3 hr)
Chill-in prior to propellant load 30 min 210 min (3.5 hr)
Propellant loading 60 min 270 min (4.5 hr)
Propellant conditioning 60 min 330 min (5.5 hr)
Terminal count 10 min 340 min (5.67 hr)
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Prior to terminal count, final confirmations are given by the customer, vehicle
controllers, and by ground systems controllers that the payload and ILV are “Go”
for launch. The system performs final built-in-test functional actuated system
checks for the landing gear system, forward fins, and BE-4 thrust vector control.
The autonomous terminal count procedure begins at 10 minutes before the
beginning of the mission’s targeted launch window, and immediately following
propellant loading and conditioning.
Launch vehicle and ground conditions are monitored from the launch control
center (LCC), while the payloads are monitored from both the PPF and the
mission control center (MCC). On-board hydraulic, power, and telemetry are
enabled with final telemetry checks to verify communication between the
vehicle, engine processors, and navigation systems.
Auto sequence starts at T-2 minutes with initiation of tank pressurization, switch
over to on-board auxiliary power units and pneumatic supply, and command of
navigation to flight mode.
Just prior to the activation of water suppression systems, approximately thirty

(30) seconds before launch, is the customer’s final opportunity to hold or abort
the terminal count. Engine built-in-test functional checks verify the propulsion
system is ready to command full engine power at launch commit. Once the BE-4
controllers relay the signals that all engines are in nominal condition for launch,
the flight computer issues the launch commit command. This command triggers
engine throttle up to full thrust and releases the hold down mechanisms. The
flight computer arms the autonomous flight safety system, and New Glenn lifts
from the pad.
Figure 7-5: New Glenn launch from LC-36
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7.3 LAUNCH WINDOWS
Launch window times and durations vary based on destination and injection
accuracy requirements. Missions may have a small, instantaneous (i.e., less than
one (1) second) launch window that is only conducive to a very specific orbit, or
may be several hours long. New Glenn is designed to handle any launch window
on any day of the launch slot with a duration between instantaneous and at least
three (3) hours for GTO missions. Longer launch windows may be possible as part
of optional launch services; please contact Blue Origin for information.
7.3.1 Launch Window Determination
By agreement of Blue Origin and the customer, the launch date is refined under
the LSC per the process shown in Table 7-2.
Table 7-2: Launch window definition process
Launch Timing Definition When Defined

Period of three (3)
Launch Period At contract execution
consecutive months
No later than six (6) months before the first day
Launch Slot One (1) calendar month
of Launch Period
No later than three (3) months before the first
Launch Date Specific calendar date
day of Launch Slot
Specific time period on
Launch Window No later than the Mission Readiness Review
Launch Date
Launch window nomenclature is clarified below.
o Launch Period means a period of three (3) consecutive calendar months

defined in the LSC.
o Launch Slot means a period of one (1) calendar month within a launch
period with daily launch window possibilities.
o Launch Day or Launch Date means the calendar date within a launch slot
on which the launch is scheduled to occur.
o Launch Window means a time period within the launch day when New
Glenn can launch the customer’s payload to the desired orbital
parameters and separation conditions.
o Launch Time means the instant, within the launch window, that the
ignition of the seven (7) BE-4 engines are scheduled to take place, as
defined in hours, minutes and seconds (GMT Universal Time). The initial
launch time shall commence immediately upon the opening of the launch
window.
o Launch means the point in time at which the payload-carrying launch
vehicle’s flight manager software issues the “commit to launch”
command to intentionally ignite and bring the first-stage engines to full
thrust.
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The customer (or the payload manufacturer) typically supplies potential launch
windows for each day in the launch slot based on the Final Mission Analysis by
the Mission Readiness Review. The final launch window is confirmed by Blue
Origin and customer at the Launch Readiness Review. Any additional changes to
the launch window is subject to formal agreement of both parties.
7.3.2 Recycle Capability
Should anything delay or interrupt a terminal count operation, standard

procedure is to recycle operations and begin again at T-10 minutes. This recycle
can occur as many times as necessary while the current launch window is still
open. If delays occur that push the launch outside of the required launch window,
the mission will scrub for the day and resume at the next available launch window
opportunity, typically the following day.
Assuming weather and regulatory constraints are met, the probability of

launching at the scheduled launch time is projected to be at least 99%. This
schedule reliability is due in part to robust (greater than average 70th percentile)
weather availability requirements at the launch and recovery sites, allowing New
Glenn to launch and land despite significant sustained and gusting winds.
Additionally, such mission critical reliability partly derives from single-sensor
loss tolerance against any sensor loss that might otherwise delay the mission.
New Glenn launch infrastructure is designed for agile operations with sufficient
consumables storage capability to allow for a launch attempt, scrub, and
reattempt within 48 hours without resupply. New Glenn can remain at the launch
pad as long as 10 consecutive days before needing to return to horizontal
orientation and roll back to the IF.
7.4 LAUNCH
The flight of New Glenn is controlled autonomously on-board the launch vehicle
with no flight control inputs from the ground. During the initial seconds of flight,
the control system steers the vehicle away from the launch pad structures and
the vehicle rolls to orient antennas to an optimal position for communications.
As the vehicle ascends and accelerates, it monitors various loading conditions
(e.g., dynamic pressure, angle of attack, peak payload acceleration) and steers
and throttles as necessary to maintain acceptable environments.
Launch site assets track the vehicle through loss of signal, with downrange
telemetry being relayed back to the MCC via ground stations and satellite links.
The staging point maximizes performance while also permitting the safe and
successful recovery of the first stage. The sequence of events immediately after
stage separation are designed to preclude re-contact between the stages,
mitigate the exposure of the reusable first stage to the plume of the igniting BE-
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3U engines on the second stage, and quickly establish attitude control of the first
and second stages.
After the second stage ignites and burns through orbital insertion conditions, the
engine shuts down and the payload separates. See Table 2-1 in Section 2.2:
Mission Profile for notional timelines from liftoff through payload separation.
The stage performs a contamination and collision avoidance maneuver (CCAM)

and awaits the proper time to initiate a deorbit maneuver that will lead to either
a destructive re-entry over an expanse of uninhabited ocean, or insertion of the
stage into a safe disposal orbit. Meanwhile, the first stage orients for the correct
reentry attitude, and activates its aerodynamic control surfaces and
reentry elements.
Figure 7-6: Payload separation
7.5 POST-LAUNCH SERVICES

After the mission, Blue Origin provides the customer with detailed post-launch
reports that include evidence of successful separation, payload state
information up to separation initiation, and the state of the final stage of the
launch vehicle through separation and the completion of final maneuvers. Blue
Origin derives the separation state vector data from the launch vehicle telemetry
sent prior to and as close as possible to separation.
Initial post-launch reports, including estimated payload injection orbital

parameters and epoch, are compiled and delivered within 15 minutes of payload
separation, followed by a final analysis within 30 days.
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FACILITIES
This section provides an overview of Blue Origin’s operational infrastructure and
locations, including customer operating areas.
Blue Origin’s main operational facilities and launch site are located in Florida,
with a system of systems that supports manufacturing, pre-launch operations,
propellant loading, long duration static fires, and full launch operations. Pre-
launch facilities include the payload processing facility (PPF) and Blue Origin’s
manufacturing complex, which incorporates the New Glenn launch control
center (LCC) and mission control center (MCC). Additional operating locations are
spread across the United States, including Washington, Texas, and Virginia.
8.1 MANUFACTURING, PROCESSING, & LAUNCH SITE, FLORIDA

Blue Origin is developing both a launch site at Launch Complex 36 (LC-36) within
Cape Canaveral Air Force Station (CCAFS) and a New Glenn manufacturing
complex at Exploration Park, as shown in Figure 8-1. Co-locating manufacturing
and launch site maximizes operational efficiencies from LC-36. When combined
with an existing commercial PPF in nearby Titusville and the commercial deep
water seaport in Port Canaveral, the region supports and facilitates fully
commercial reusable spaceflight operations.
Figure 8-1: New Glenn launch site, Florida
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8.1.1 Manufacturing Complex and Mission Control Center
New Glenn is manufactured in a purpose-built facility less than 2 km (1 mi) from

the NASA Kennedy Space Center (KSC) Visitor Complex on Merritt Island,
approximately 17 km (11 mi) from LC-36. Designed with 70,000 m2 (750,000 ft2) of
state-of-the-art advanced manufacturing, assembly, and operations space, the
manufacturing complex is the hub of Blue Origin’s activities in Florida.
Figure 8-2: New Glenn manufacturing complex
The facility is the site for manufacturing of all major vehicle assemblies for the
New Glenn launch system. These assemblies include all vehicle tanks, the first
and second stages, the payload fairing (PLF), and the fixed adapter. Production
capabilities on-site are designed to support 12 missions per year.
The complex also houses a variety of payload customer operational areas,

including the LCC, MCC, viewing balcony, and customer meeting rooms.
Beginning with the Launch Readiness Review (LRR) at L-2 to L-3 days, the
customer enjoys 24/7 access to the MCC within the manufacturing complex for
monitoring of final launch vehicle integration, rollout, and pad operations.
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Multiple duplex fiber circuits between the MCC and LC-36 provide gigabit-class
bandwidth to payload customers. Accommodations include dedicated customer
/ VIP interior space on the top floor of the facility within and adjacent to the MCC,
as shown in Figure 8-3 below. In addition to mission viewing areas with seating
for 20-30 customer guests and personnel, this facility includes restrooms, a
work area, a food and beverage lounge, meeting rooms, and large flexible open
space with access to an outdoor viewing balcony.
Figure 8-3: Mission Control Center customer / VIP accommodations
8.1.2 Payload Processing Facility
Blue Origin’s PPF will be provided by Astrotech Space Operations (ASO) in

Titusville, FL, located 16 km (10 mi) west of the manufacturing complex and 32 km
(20 mi) west of the launch pad at LC-36. ASO is the only local commercial fueling
and encapsulation facility capable of accommodating the ingress/egress of the
encapsulated payload. Blue Origin includes as a commercial service all standard
ASO services and facilities for assisting customers with propellant loading,
checkout, and encapsulation of their spacecraft.
ASO is a well-known and respected service provider in the space launch industry
with extensive experience, facilities, and capabilities for hazardous and non-
hazardous payload processing operations, payload and hardware storage, and
customer office accommodations. With nine (9) buildings, ASO provides more
than 10,000 m2 (107,000 ft2) of customer-accessible areas, described below. The
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PPF has the capacity to accommodate five (5) simultaneous non-hazardous 5-
meter class payloads and three (3) simultaneous hazardous 5-meter class
spacecraft at the same time, last demonstrated in 2009. ASO and Blue Origin
have confirmed the encapsulation facilities in Building 9 are sized to
accommodate Blue Origin’s 7-meter PLF concept of operations.
ASO buildings have interlinked voice, data, and video circuits, as well as internet
and gigabit-class fiber connectivity to LC-36 and the MCC. Circuits from ASO to
other off-site customer facilities are also possible.
Figure 8-4: PPF at Astrotech Space Operations – Building 9 Photo Courtesy of Astrotech Space Operations
The PPF can also store and load payload pyrotechnics and hazardous fluids for
payload processing and encapsulation. Propellants are loaded in an isolated
service bay, a “fueling island” that has the capability to collect and dispose of
propellant in the event of a leakage or escape of hazardous material from the
payload. The facility meets all relevant environmental and occupational health
requirements and is designed per Department of Defense standards. ASO's
hazardous processing accommodations include an explosion-proof design, bi-
propellant fueling capability, all standard commodity fluids and gases, and spin
stabilized balancing capacity of 8,400 kg (18,500 lbm). Most importantly, ASO
provides high-quality, climate-controlled, ISO-8 and ISO-7 clean, and secure
working facilities for use in preparation of payloads for flight.
Customers have access to a dedicated processing bay in ASO Building 1 (see

Section 8.1.2.1: Building 1) for non-hazardous processing, including a high bay,
the associated garment change room, a control room, and contiguous office
area for the duration of the launch campaign.
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During hazardous processing and combined operations, customers have access
to a separate dedicated processing bay in ASO Building 9 (see Section 8.1.2.3:
Building 9), including a high bay, the associated garment change room, and a
control room.
Additional standard and overflow customer office space is available in ASO

Building 5 (see Section 8.1.2.2: Building 5).
The PPF is available 24/7 beginning upon arrival up to 30 days prior to launch, and
up to five (5) days afterward. Earlier and/or longer access is possible for unique
requirements. Please contact Blue Origin with specific facilities needs or for
more information on the PPF capabilities.
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8.1.2.1 Building 1
Blue Origin provides a variety of clean and secure work spaces for the customer
before, during, and after the launch campaign as part of standard launch
services. The customer has access to a dedicated office room (minimum area of
91.5 m2 (985 ft2)), control room (minimum area of 112.5 m2 (1,211 ft2)), and high bay
facility and garment room (minimum area of 218.4 m2 (2,351 ft2)) within ASO
Building 1 (see Figure 8-5), as well as shared access to the conference room,
kitchenette facilities, and the main airlock for equipment staging and handling.
This facility features 60 Hz and 50 Hz conditioned and non-conditioned power.
Figure 8-5: PPF ASO Building 1 customer facilities
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8.1.2.2 Building 5
Two (2) dedicated offices with minimum area of 10.4 m2 (108 ft2) each in
ASO Building 5 (see Figure 8-6 below) are included as part of standard launch
services. Shared access to conference rooms, teleconference area, and
reception areas is also included for the duration of the launch campaign.
Additional separate office spaces can be made available as part of optional
launch services for multiple payload teams in ASO Building 5, such as for
operators and manufacturers. This facility features 60 Hz conditioned and non-
conditioned power.
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8.1.2.3 Building 9
Hazardous operations and encapsulation activities occur within ASO Building 9

(see Figure 8-7 below). The customer has access to a dedicated control room
(minimum area of 80.8 m2 (870 ft2)), and high bay facility (minimum area of 282.5
m2 (3,041 ft2)) and garment room within ASO Building 9, as well as shared access
to propellant cart rooms, and the main airlock for equipment staging
and handling. This facility features 60 Hz and 50 Hz conditioned and non-
conditioned power.
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8.1.2.4 Other PPF Storage
Additional ASO facilities for conditioned and unconditioned equipment storage

are included as part of standard launch services.
ASO Building 3 provides a dedicated, conditioned bay with minimum area of 51 m2

(550 ft2) for the duration of the Launch Campaign. Environment temperature is
selectable per the ASO Facilities Accommodation Manual.
ASO Buildings 4 and 6 provide shared use of warehouse facilities for storage of
flight hardware and GSE totaling more than 859 m2 (9250 ft2) and of bonded
storage area of 18.5 m2 (200 ft2) for the duration of the Launch Campaign. For
more information, please contact Blue Origin or see the ASO Facilities
Accommodation Manual.
8.1.3 Launch Complex
New Glenn operates from property on CCAFS encompassing both LC-36 A & B
pads. Prior to Blue Origin’s tenancy, LC-36 hosted 145 Atlas launches spanning
over four decades, including a variety of communication, defense, and
exploration missions. The new launch pad at LC-36 has an integrated launch
vehicle (ILV) vertical axis location at 28°28’18.61” N, 80°32’17.23” W, and is situated
at the eastern end of Cape Canaveral to minimize overflight risk. Inclinations
between 28.5° and 57° are possible with direct launch azimuths out of the site.
Trajectories to equatorial orbits are also possible, subject to vehicle
performance constraints (See Section 2.1: Launch Site for more information).
The 306.4 acre complex will contain numerous launch infrastructure elements to
enable operations, as listed in Table 8-1 and shown in Figure 8-8. The LC-36 site
includes the launch pad, ramp, and all required fluid commodities. The LC-36 site
also has the integration capacity to support multiple concurrent horizontal
operations in support of an annual launch rate of 12 missions per year.
Table 8-1: LC-36 infrastructure elements
LC-36 Element Element Purpose

1. Launch Pad Supports New Glenn vehicle during pre-launch and launch
2. Integration Facility
Accommodates final vehicle assembly, preparation and transport to the launch pad
(IF)
3. Refurbishment Permits refurbishment and preparation of the recovered first stage booster for the
Building next launch
Supplies the water for the flame deflector and for noise suppression, allowing for
4. Pad Water Tower
attempt, scrub and reattempt within 48 hours without resupply
Houses specialized ground support equipment for the launch vehicle and all other site
5. GSE Storage
infrastructure
6. Lightning
Protects launch vehicle, crew, and infrastructure from induced lightning strikes
Protection System
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LC-36 Element Element Purpose
Supplies the fuel, oxidizer, and pressurant for the launch pad and allows for attempt,
7. Propellant Storage
scrub and reattempt within 48 hours without resupply
8. Unpopulated Fulfills regulatory requirements on land surrounding the launch pad with a clear
Buffer corridor to the ocean
Enables travel of the New Glenn launch vehicle on the transporter erector to the
9. Launch Pad Ramp
launch pad deck.
Interfaces mechanically between the launch pad deck and the New Glenn launch
10. Launch Table
vehicle while mounted to the transporter erector
Supports the launch table that acts as the primary structure supporting the New
11. Launch Pad Deck
Glenn launch vehicle in its launch ready position
Mitigates the high heat flux plume impingement using an ablative coated concrete
12. Flame Deflector
deflector with a water-cooled steel insert
Funnels exhaust away from the pad using a concrete structure at the exit of the flame
13. Flame Duct
deflector
Figure 8-8: LC-36 site layout
8.1.4 Ground Support Equipment
Blue Origin supplies all customary handling and transportation ground support
equipment (HTGSE) necessary for movement of the payload(s) between arrival
and launch, whether transporting by barge, road, rail, or air. The HTGSE includes
equipment such as forklifts, mobile cranes, specialty transporters, flatbed
trucks, air-ride trailers, aerial lifts, and aircraft loaders. The customer provides
any highly specialized, mission-specific HTGSE.
After unloading of the payload(s) at the PPF, the payload(s) and associated GSE
are moved to the appropriate areas of the facility for inspection and checkout,
hazardous and non-hazardous testing, fueling, adapter mating, and PLF
encapsulation. Upon completion of these PPF activities, the encapsulated
payload is transported to the IF for horizontal integration with the launch vehicle,
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while the customer electrical ground support equipment (EGSE) are transferred
to the IF and/or launch pad as necessary.
Separate EGSE rooms designed to meet the Evolved Expendable Launch Vehicle
(EELV) Standard Interface Specifications (SIS) are available for each payload
within the IF and below the launch pad for storage of payload
monitoring/checkout racks and other equipment, as per Section 5.5.1: Ground
Support Equipment Electrical Interfaces.
A combination of HTGSE is used in the IF for the handling of individual stages for
launch vehicle mate, encapsulated payload integration, and ILV installation onto
the transporter erector (TE).
Post-launch, Blue Origin will also provide return transportation of any GSE and
associated containers from the launch pad to facilitate packing and shipment
activities, as well as return transportation to the airport if required.
8.1.5 Customer Logistics
The Blue Origin team coordinates arrangements to welcome the customer and
their payload(s) to Florida. If arriving by air, most payloads and GSE typically fly to
the area via charter flight to one of the airports in the region listed in Table 8-2.
As necessary, the Customer Integration Director (CID) helps the customer
facilitate landing permissions at KSC with the appropriate aviation authorities.
Table 8-2: Airports in the Cape Canaveral area
FAA Latitude /
Airport Runway Dimensions
Identifier Longitude
Space Coast Regional Airport, 28.5148° N
KTIX 2,231 x 46 m (7319 x 150 ft)
Titusville, FL 80.7992° W
NASA Shuttle Landing Facility, 28.6149° N
KTTS 4,572 x 91 m (15,001 x 300 ft)
KSC 80.6944° W
Orlando International Airport, 28.4294° N
KMCO 3,659 x 61 m (12,005 x 200 ft)
Orlando, FL 81.3090° W
During launch campaigns, Blue Origin recommends that customer personnel

arrive via commercial air transport at Orlando International Airport, rent cars,
and select hotel accommodations in the Cocoa Beach or Titusville, FL area. Blue
Origin does not offer such accommodations as part of standard launch services;
however, the CID can provide specific recommendations.
Access to CCAFS property is controlled per current Range security procedures,

and all visitors must be badged to gain access to the launch site. Blue Origin
manages CCAFS badging on behalf of all customer personnel, as requested,
bearing in mind lengthier approval procedures may apply to non-U.S. personnel.
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Figure 8-9: Blue Origin headquarters – Kent, WA
8.2 BLUE ORIGIN HEADQUARTERS, WASHINGTON

Blue Origin’s primary engineering, research and development site and corporate
headquarters is located in Kent, WA, 27 km (17 mi) from downtown Seattle and 10
km (6 mi) from Seattle-Tacoma International Airport. Home to most of Blue
Origin’s scientists, engineers and technicians, the modern campus features
more than 39,000 m2 (420,000 ft2) of office, assembly space, machine shops, and
software/avionics labs (see Figure 8-9). The facility hosts additional production
facilities for BE-4 and BE-3 engines, as well as fabrication of New Shepard crew
capsules and propulsion modules. Also on the premises are small-scale rocket
motor test stands and secondary launch/mission control facilities. All business
and administrative operations are managed from Kent.
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8.3 DEVELOPMENTAL ROCKET LAUNCH AND TEST SITE, TEXAS
Blue Origin’s large scale energetic test facilities at the West Texas Launch Site
(WTLS) reside on nearly 300,000 acres near Van Horn, TX. The site features
significant infrastructure for testing BE-3, BE-3U, and BE-4 engines, including a
staged-combustion test facility, a pre-burner test facility, and redundant full
engine test facilities (see Figure 8-10). WTLS operates near-continuously and
has achieved one of the highest rates of engine testing of any such facility in the
world. WTLS is also the initial operating and test location for the suborbital New
Shepard vehicle system.
Figure 8-10: Developmental rocket launch and test site – Van Horn, TX
8.4 SALES/GOVERNMENT RELATIONS OFFICE, VIRGINIA

The Blue Origin customer and stakeholder interfacing teams are principally
located in Arlington, VA. These teams include Sales, Marketing & Customer
Experience and Government Sales & Strategy functions.
8.5 SALES OFFICE, PARIS, FRANCE

The Blue Origin Europe, Middle East, and Africa regional office is based in Paris,
France. This team includes Sales, Marketing & Customer Experience and Legal
& Contracts functions.
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ACRONYMS AND ABBREVIATIONS
6DOF Six Degrees of Freedom
A Ampere
AIP Adapter Interface Plane
ASO Astrotech Space Operations
BTU British Thermal Unit
CBOD Clamp Band Opening Device
CCAFS Cape Canaveral Air Force Station
CCAM Contamination Collision Avoidance Maneuver
CEO Chief Executive Officer
CID Customer Integration Director
CFR Code of Federal Regulations
CG Center of Gravity
CLA Coupled Loads Analysis
COTS Commercial Off-the-Shelf
CVCM Collected Volatile Condensable Material
dB Decibels
dBµV Decibels-Microvolt
ECS Environmental Control Systems
EDC Effective Date of Contract
EED Electro-Explosive Device
EELV Evolved Expendable Launch Vehicle
EGSE Electrical Ground Support Equipment
EM Electromagnetic
EMISM Electromagnetic Interference Safety Margin
EPS Encapsulated Postscript
FAA Federal Aviation Administration
FL Florida
GEO Geostationary Earth Orbit
GMT Greenwich Mean Time
GORR Ground Operations Readiness Review
GOWG Ground Operations Working Group
GSE Ground Support Equipment
GTO Geostationary Transfer Orbit
HEPA High-Efficiency Particulate Air
HTGSE Handling and Transportation Ground Support Equipment
Hz Hertz
ICD Interface Control Document
IF Integration Facility
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IFD In-Flight Disconnect
ILV Integrated Launch Vehicle
IRD Interface Requirements Document
IRIG Inter-Range Instrumentation Group
ISO International Standards Organization
ISS International Space Station
IT Information Technology
ITAR International Traffic in Arms Regulations
kN Kilonewton
kVA Kilovolts-ampere
KSC Kennedy Space Center
LC Launch Complex
LCC Launch Control Center
LEO Low Earth Orbit
LH2 Liquid Hydrogen
LNG Liquefied Natural Gas
LOX Liquid Oxygen
LPSS Low-shock Payload Separation System
LRR Launch Readiness Review
LSC Launch Services Contract
LV Launch Vehicle
LVIP Launch Vehicle Interface Plane
mA Milliamp
mΩ Milliohm
MΩ Megaohm
MCC Mission Control Center
MDR Mission Design Review
MET Mission Elapsed Time
MECO Main Engine Cut-Off
MHz Megahertz
MIL Military
MRR Mission Readiness Review
MSPSP Missile System Pre-launch Safety Package
NASA National Aeronautics and Space Administration
NSI NASA Standard Initiator
NVR Non-Volatile Residue
Pa Pascals
PAS Payload Adapter System
PI Payload Integrator
PLF Payload Fairing
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PPE Personal Protection Equipment
PPF Payload Processing Facility
PUG Payload User’s Guide
RAAN Right Ascension of the Ascending Node
Range United States Air Force Eastern Test Range
RCS Reaction Control System
RF Radio Frequency
SC Spacecraft
SCAPE Self-Contained Atmospheric Protective Ensemble
SCIP Spacecraft Interface Plane
SECO Second Engine Cut-Off
SEIP Standard Electrical Interface Panel
SIP Standard Interface Plane
SIS Standard Interface Specifications
SOW Statement of Work
STD Standard
SVIP Space Vehicle Interface Panel
T-0 Time-Zero
TAA Technical Assistance Agreement
TE Transporter-Erector
TIM Technical Interchange Meeting
TML Total Mass Loss
TX Texas
V Volts
V&V Validation and Verification
VA Virginia
VDC Volts, Direct Current
VIP Very Important Person
WA Washington
WRT With Respect To
WTLS West Texas Launch Site
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PAYLOAD QUESTIONNAIRE
INITIAL COMPATIBILITY ASSESSMENT
Customers must provide the following information in the course of integration
activities to determine compatibility with the New Glenn launch vehicle. These
inputs, which may be delivered in the form of an interface requirements
document (IRD), are used to inform the mission ICD. Along with the technical
requirements in Table B-1 below, the customer must also provide the following
basic mission information:
o Spacecraft Name
o Spacecraft Owner
o Spacecraft Manufacturer
o Spacecraft Model Number
o Name of Principal Contact
o Telephone Number of Principal Contact
o Date of Submittal
o Date of Launches
o Number of Launches
Table B-1: Initial New Glenn payload compatibility questionnaire
Spacecraft Design Parameter SI Units English Units

TRAJECTORY REQUIREMENTS
Spacecraft Mass kg lbm
Operational Spacecraft Lifetime yr yr
Final Orbit Apogee km nmi
Final Orbit Perigee km nmi
Final Orbit Inclination deg deg
Propulsion — Propellant Type, Orbit Insertion
Propulsion — Propellant Type, Stationkeeping
Propulsion — Propellant Mass kg lbm
Propulsion — Effective Isp s s
Maximum Apogee Allowable km nmi
Minimum Perigee Allowable km nmi
Argument of Perigee Requirement deg deg
RAAN Requirement deg deg
MECHANICAL INTERFACE
Spacecraft Effective Diameter mm in
Spacecraft Height mm in
Spacecraft/Launch Vehicle Interface Diameter mm in
Payload Sep System Supplier (SC or LV)
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Spacecraft Design Parameter SI Units English Units
Payload Adapter Supplier (SC or LV)
ELECTRICAL INTERFACE
Spacecraft Electrical Drawing (Near AIP)
Number of Launch Vehicle Signals Required
Number of Separation Discretes Required
Number of Umbilicals & Pins/Umbilical
Curve of Spacecraft-Induced Elec. Field Radiated Emissions dBμ V/m n/a
Curve of Spacecraft-Radiated Susceptibility dBμ V/m n/a
THERMAL ENVIRONMENT
Pre-launch Internal PLF Ground Transport Temperature Range °C °F
Pre-launch Internal PLF Launch Pad Temperature Range °C °F
Maximum Pre-launch Gas Impingement Velocity m/s ft/s
Maximum Ascent Heat Flux W/m 2
BTU/hr-ft2
Maximum Free-Molecular Heat Flux W/m3 BTU/hr-ft3
Maximum Fairing Ascent Depressurization Rate Pa/s psi/s
DYNAMIC ENVIRONMENT
Maximum Allowable Flight Acoustics dB OA dB OA
Allowable Acoustics Curve
Maximum Allowable Sine Vibration GRMS GRMS
Allowable Sine Vibration Curve GRMS GRMS
Maximum Allowable Shock g g
Allowable Shock Curve
Maximum Acceleration (Static + Dynamic) Lateral g g
Maximum Acceleration (Static + Dynamic) Axial g g
Minimum Fundamental Natural Frequency — Lateral Hz Hz
Minimum Fundamental Natural Frequency — Axial Hz Hz
Cg—Thrust Axis (Origin at Separation Plane) mm in
CONTAMINATION REQUIREMENTS
Fairing Air Cleanliness ISO Class
Maximum Molecular Deposition on SC Surfaces Angstroms n/a
Maximum Particulate Deposition on SC Surfaces % obscured % obscured
ORBIT INJECTION CONDITIONS
Range of Separation Velocity m/s ft/s
Max Angular Rate at Separation-Roll rpm rpm
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DUAL MANIFEST, MAXIMUM VOLUME
In dual manifest configuration upper berth only, there exists additional volume
below the AIP and above into the ogive section of the PLF, pending a dynamic
clearance analysis and coupled loads analysis. These maximum volumes are
available as part of optional launch services and are detailed below.
The upper berth maximum volume, detailed in Figure C-1, permits antennas,
nozzles, or other spacecraft components to hang further below the AIP than in
the lower berth due to the absence of PLF vents, which exist only at the base of
the PLF and dual manifest structure. Additionally, the available dynamic
envelope coincides more closely with the single manifest configuration, being
slightly wider in diameter and reaching the maximum ogive height without the
constraint of the dual manifest structure. Please contact Blue Origin to
determine if use of the maximum volume will meets the payload’s requirements.
The dual manifest maximum volume shares an axis of symmetry about the
longitudinal (X) axis of the launch vehicle through the center of the AIP, and
extends a maximum of 1524 mm (60 in) below the AIP. The ogive portion of the
maximum volume extends 2,362.2 mm (93 in) above the dual manifest
standard volume.
Figure C-1: Detail of dual manifest upper berth maximum volume
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©2018 Blue Origin, LLC. All rights reserved.

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The physical mailing address for all inquiries is as follows:

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Continuous improvements in design, testing, and manufacturing capabilities, as

Real, operational reusability of New Glenn’s first stage booster minimizes

Advanced, efficient manufacturing techniques drive down the cost of building

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The Blue Origin Team

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1.1 New Glenn Launch System Description ................................................ 14

1.3 Concept of Operations ......................................................................... 19

2.1 Launch Site ......................................................................................... 24

2.5 Dual Manifest Capability ...................................................................... 30

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3.1 Mass Properties................................................................................... 34

3.2 Payload to LV Shock ............................................................................ 36

4.1 Pre-launch Environments..................................................................... 41

4.2 Launch and Flight Environments ......................................................... 48

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5.3 Mechanical Adapters and Separation Systems .................................... 66

5.4 Dual Manifest Structure....................................................................... 70

6.1 Overview ............................................................................................. 78

6.5 Customer Deliverables ........................................................................ 88

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6.7 Export Compliance ............................................................................... 91

7.1 Typical Launch Timeline ...................................................................... 93

7.3 Launch Windows ................................................................................. 99

7.4 Launch ............................................................................................... 100

8.1 Manufacturing, Processing, & Launch Site, Florida ............................ 103

8.2 Blue Origin Headquarters, Washington ............................................... 114

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1.1 NEW GLENN LAUNCH SYSTEM DESCRIPTION

Blue Origin has designed New

New Glenn (Figure 1-1) offers a

The payload fairing (PLF) sits atop

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Figure 1-2: Blue Engine 4 (BE-4)

Propulsion technology is foundational to the New Glenn program. New Glenn

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